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UNIVERSITY  OF  CALIFORNIA 
AT  LOS  ANGELES 


37022 — 21- 


Activities 


of  the 


Bureau  of  Yards  and  Docks 

Navy  Department 


World  War 
1917-1918 


WASHINGTON 
GOVERNMENT  PRINTING  OFFICE 

1921 


Navy  Department, 
Washington^  February  10^  1921. 
My  Deau  Admiral  :   It  was  through  the  efforts  of  the  Bureau  of 
Yards  and  Docks  that  the  facilities  of  the  Na^'y  ashore  were  extended 
so  successfully  to  meet  the  increased  demands  brought  upon  them 
during  the  World  War. 

It  appears  desirable,  therefore,  that  the  work  of  the  bureau,  in 
providing  the  necessary  training  camps,  air  stations,  storage  facili- 
ties, hospitals,  radio  towers,  ship-repair  facilities  and  dry  docks, 
etc.,  in  this  country  and  abroad,  should  be  made  a  matter  of  record. 
Kindly  prepare  such  a  description,  which  will,  I  am  sure,  be  of  value 
to  the  Navy  and  to  others  interested  in  the  Navy. 
Very  sincerely,  yours, 

Josephus  Daniels, 
Secretary  of  the  Navy. 

Eear  Admiral  C.  W.  Parks   (C.  E.  C),  U.  S.  N., 
Chief  of  Bureau  of  Yards  and  Docks^ 

Navy  Department,  Washington.,  D.  C. 

3 


190354 


Navt  Department,  Bureau  or  Yards  and  Docks, 

Washington,  D.  C .,  February  28,  1921. 

My  Dear  Mr.  Secretary:  In  accordance  with  your  instructions 
of  the  10th,  I  have  caused  to  be  prepared  the  accompanying  series  of 
chapters  of  an  historical  nature,  dealing  mainly  with  the  activities 
of  this  bureau  during  the  World  War.  In  the  nature  of  the  case 
it  has  been  considered  advisable  to  outline  the  status  of  most  of  the 
Navy's  shore  facilities  prior  to  the  declaration  of  war  by  the  United 
States;  and  in  several  instances  the  scope  of  the  war  program  as 
undertaken  during  1917  and  1918  made  it  impracticable  arbitrarily 
to  terminate  the  narrative  with  the  date  of  the  armistice.  Neverthe- 
less, the  account  as  it  now  stands  represents  in  the  broader  sense 
of  the  term  a  careful  record  of  war  activities,  limited,  of  course, 
by  the  exigencies  of  space  in  a  compilation  of  this  kind. 

It  is  fitting  at  this  time  that  I  should  make  due  acknowledgement 
of  the  enthusiastic  assistance  rendered  in  the  preparation  of  this 
document,  in  the  midst  of  their  regular  duties,  by  officers  of  the 
Civil  Engineer  Corps  and  bureau  employees  having  charge  of  war 
projects  either  in  the  office  or  in  the  field.  Contributions  were  re- 
ceived from  officers  now  on  bureau  duty,  as  follows : 

Naval  Ordnance  Plant,  South  Charleston,  W.  Va.,  by  Capt.  R.  E.  Baken- 
hus  (C.  E.  C),  U.  S.  N..  assistant  chief  of  the  bureau. 

Housing  for  the  Navy,  and  Shipyard  and  Industrial  Plant  Extensions,  by 
Rear  Admiral  H.  H.  Rousseau  (C.  E.  C),  U.  S.  N. 

Public  Worlvs  Organization  and  Station  Development  at  Great  Lakes, 
1918,  and  Construction  of  the  Pearl  Harbor  Dry  Dock,  by  Commander 
Geo.  A.  McKay  (C.  E.  C),  U.  S.  N. 

The  Lafayette  Radio  Station,  Croix  d'Hins,  France,  by  Commander  F.  H. 
Cooke  (C.  E.  C),  U.  S.  N. 

Radio  Stations,  Marine  Corps  Projects,  and  Fuel  Oil  Storage,  by  Com- 
mander E.  C.  Sherman  (C.  E.  C),  U.  S.  N.  R.  F. 

Naval  Academy  Extensions  and  Emergency  Hospital  Construction,  by 
Commander  F.  W.  Southworth  (C.  E.  C),  U.  S.  N.  R.  F. 

Dry  Docks,  by  Lieut.  Commander  H.  D.  Rouzer  (C.  E.  C).  U.  S.  N.  R.  F. 

Aviation  Stations,  by  Lieut.  K.  B.  Bragg  (C.  E.  C),  U.  S.  N. 

United  States  Helium-Production  Plant,  and  Work  at  Ordnance  Stations, 
by  Lieut.  Willard  A.  Pollard  (C.  E.  C),  U.  S.  N. 

Contributions  from  officers  in  the  field  were  the  following: 

Yard  Development,  Housing,  Water  Supply,  Shipbuilding  Dock,  and 
Training  Camp,  Puget  Sound,  and  Training  Camp  at  Seattle,  by  Capt. 
L.  E.  Gregory   (C.  E.  C),  U.  S.  N. 


6  WAR   ACTIVITIES   OF    BUREAU    OF   YARDS   AND  DOCKS. 

Expansion  of  the  Naval  Training  Station,  Great  Lakes,  1917,  by  Com- 
mander Walter  H.  Allen  (C.  E.  C),  U.  S.  N. 

Air  Stations  Abroad,  General  Discussion,  by  Commander  E.  H.  Brownell 
(C.  E.  C),  U.  S.  N.,  and  Commander  A.  W.  K.  Billings  (C.  E.  C),  U.  S. 
N.  R.  F.   (inactive  list). 

Corps  Activities  in  Haiti,  by  Commander  E.  R.  Gayler  (C  E.  C),  U.  S.  N. 

Cori>s  Activities  in  Santo  Domingo,  separate  contributions  by  Lieut.  Com- 
manders Ralph  Whitman  and  R.  M.  Warfield  (C.  E.  C),  U.  S.  N. 

Corps  Activities  in  the  Virgin  Islands,  by  Lieut.  Commander  Gaylord 
Church  (C.  E.  C.),U.  S.  N. 

Five  Naval  Air  Stations  in  the  Vicinity  of  Brest,  France,  and  Fuel  Oil 
Storage  Abroad,  by  Lieut.  C.  P.  Conrad  (C.  E.  C),  U.  S.  N.  (resigned). 

Training  Camps  at  Pelham  and  City  Park,  N.  Y.,  by  Commander  E.  C. 
Brown  (C.  E.  C),  U.  S.  N.  R.  F.  (inactive  list). 

Fleet  Supply  Base,  South  Brooklyn,  N.  Y.,  by  Commander  E.  S.  Nugent 
(C.  E.  C),  U.  S.  N.  R.  F.  (inactive  list). 

Naval  Air  Station  at  Chatham,  Mass.,  Naval  Training  Station  at  Cod- 
dington  Point,  Newport,  R.  I.,  and  Aviation  Assembly  and  Repair  Base 
at  Eastleigh,  England,  by  Lieut.  Commander  F.  N.  BoUes  (C.  E.  C), 
U.  S.  N.  R.  F.  (inactive  list). 

Contributions  by  civilian  members  of  the  bureau  were  as  follows : 

Power  Plants,  by  Mr.  L.  W.  Bates,  project  manager. 

Maintenance  and  Operating  Division  of  the  Bureau,  by  Mr.  Wm.  M. 
Smith,  head  of  division. 

Personnel  in  General,  by  Mr.  E.  W.  Whitehorne,  chief  clerk. 

Technical  Personnel,  by  Mr.  Chas.  Morgan,  chief  draftsman. 

Naval  Training  Camps,  by  Mr.  C.  E.  Hall. 

General  Development  of  Yards  and  Stations,  Storage  Facilities,  Ship- 
building and  Repair  Facilities,  and  Gun  Shop,  Washington,  D.  C,  by 
Mr.  R.  F.  Bessey. 

Submarine  Bases,  Emergency  Fuel  Depots,  and  General  Yard  Develop 
ment,  by  Mr.  L.  H.  Sinclair. 

Bureau  Organization,  Civil  Engineer  Corps,  U.  S.  N.,  Potomac  Park  Of- 
fice Buildings,  Aviation  Stations,  and  Dry  Docks,  by  Mr.  T.  J.  Mosley. 

Naval  Proving  Ground  and  Powder  Factory  at  Indianhead,  Md.,  by  Mr. 
W.  D.  Kneessi. 

Civil  Engineer  Corps,  U.  S.  N.  R.  F.,  and  Appointments  to  Civil  En- 
gineer Corps,  U.  S.  N.,  by  Mr.  L.  A.  Morrison. 

Construction  Division  of  the  Bureau,  by  Mr.  E.  H.  May,  head  of  division, 
and  Messrs.  S.  L.  Ward  well,  R.  S.  Hart,  R.  J.  Potbury,  and  H.  A. 
Stacy. 

The  chief  of  bureau  has  acted  as  editor  of  this  history,  aided  by 
Capt.  Bakenhus,  assistant  chief.  Mr.  T.  J.  Mosley  has  reviewed  the 
manuscrijDts,  Mr.  William  Partridge  has  had  charge  of  the  illustra- 
tions, and  Miss  Edna  L.  Bemis  has  prepared  the  bulk  of  the  contri- 
butions for  the  press. 

Very  respectfully, 

C.  W.  Parks,  Chief  of  Bureau. 
Tiio  hcmorable  Josephus  Daniels, 

Secretary  of  the  Navy. 


CONTENTS. 


Page. 

*  Introduction 17 

*  Chapter  I.  The  Bureau  of  Yards  and  Docks 21 

'**                     II.  The  Corps  of  Civil  Engineers,  United  States  Navy 33 

III.  Naval  Academy,  Annapolis,  Md 37 

IV.  Naval  training  camps 41 

V.  Marine  Corps  projects 93 

VI.  Emergency  hospital  construction 97 

VII.  General  development  of  yards  and  stations 129 

VIII.  Shipbuilding  and  repair  facilities 355 

IX.  Shipyard  and  industrial  plant  extensions 215 

X.  Dry  docks - 237 

XI.  Power  plants 255 

XII.  Public  works  at  ordnance  stations 279 

XIII.  Armor  and  projectile  plants,  Charleston,  W.  Va 301 

XIV.  Storage  facilities 317 

XV.  Storage  for  fuel  oil 359 

XVI.  Radio  stations 365 

XVII.  Submarine   bases 381 

XVIII.  Shore  facilities  for  aviation 395 

XIX.  United  States  Helium-Production  Plant 437 

XX.  Activities  of  the  Corps  of  Civil  Engineers  in  the  West  Indies 449 

XXI.  Construction  Division  of  the  bureau 455 

XXII.  Maintenance  and  Operating  Division  of  the  bureau 463 

XXIII.  Emergency  office  buildings,  Potomac  Park,  Washington 479 

XXIV.  Housing  for  the  Navy 495 


INDEX  TO  ILLUSTRATIONS. 


Air  Stations  abroad.  United  States  Naval:  Page. 

Graphical  representation  of  certain  classes  of  construction  at 423 

Location  map 420 

Types  of  standard  portable  buildings  for 424 

Akron,  Ohio : 

Navy  extension  to  works  of  Wellman-Seaver-Morgan   Co. ;   machine 

shop 225 

Alexandria,  Va. : 

Torpedo  assembly  plant;  seaplane  view 286 

Anacostia,  D.  C,  Naval  Air  Station : 

Existing  plan,  showing  temporary  buildings 403 

Permanent  plan 403 

Annapolis,  Md.,  Naval  Academy: 

Bancroft  Hall  extension,  east  wing 30 

Plot  plan 36 

Power  plant,  750-kilowatt  turbo-generator  as  installed  in 272 

Seaplane  view Fronti-spiece. 

Seamanship  and  Navigation  Building 39 

Arcachon,  France : 

United  States  Naval  Air  Station ;  seaplane  view 428 

Bay  Ridge  (Brooklyn),  N.  Y. : 

Receiving  Ship  Barracks;  general  view 60 

Boston,  Mass.,  Navy  Yard  : 

Foundry,  first  extension 173 

Foundry,  second  extension 173 

General    storehouse 319 

Brooklyn,  N.  Y. : 

Armed-guard  camp.  City  Park  ;  general  view 60 

Naval  Hospital — 

Building  "  F  " 117 

Emergency   buildings> : 116 

Plot  plan 116 

Supply  Base.     (See  South  Brooklyn.) 
Buffalo,  N.  Y. : 

Bethlehem  Shipbuilding  Corporntion    (Ltd.)  ;  turbine  shop 231 

Camden,  N.  J. : 

New  York  Shipbuilding  Corporation,  Navy  extension  to  plant  of 226 

C;ipe  May,  N.  J. : 

Naval  Air  Station — 

Barracks  for  200  men 410 

Seaplane  hangars,  curve-truss,  sliding-door  type 406 

Seaplane  hangar,  straight-truss  type 405 

Seaplane  view   of 398 

Typical  dirigible  hangar 409 

8 


WAE   ACTIVITIES   OF   BUREAU   OF   YARDS   AiSTD  DOCKS.  9 

Cape  May,  N.  J.- — Continued. 

Emergency  Hospital —  Pago. 

Isolation  ward 124 

Plot  plan  of - 124 

Wissahickon  Barracks;  interior  view  of  quarters 63 

Charleston,  S.  C. : 
Naval  Hospital — 

Plot  plan 102 

Ward  buildings,  showing  connecting  covered  walk 102 

Naval  Training  Camp — 

General   view 72 

Typical   barrack 72 

Navy  Yard — 

Lumber-storage  building  No.  1022 335 

Lumber-storage  building  No.  1078 335 

Marine  railway,  cradle  ashore 212 

Marine  railway,  cradle  submerged 212 

Pattern   shop 174 

Charleston,  W.  Va. : 

Administration  building,  armor  and  projectile  plants 308 

General  view  of  armor  and  projectile  plants 314 

Plot  plan  of  armor  and  projectile  plants 303 

Armor  plant — 

Forge  and  furnace  building,  north  aisle 308 

Forge  and  furnace  building,  press  room 311 

Forge  and  furnace  building,  south  aisle 311 

Machine  shop,  main  aisle 312 

Machine  shop,  south  aisle 312 

Open-hearth  building,  charging  floor 307 

Open-hearth  building,  pouring  aisle 307 

Projectile  plant — 

General   view 304 

Machine  shop 304 

Chelsea,  Mass.,  Naval  Hospital: 

Seaplane  view  of,  showing  emergency  units 99 

Solarium  end  of  ward  buildings 105 

Ward    building 105 

Coco  Solo,  Canal  Zone : 

Naval  Air  Station  ;  plan  of 401 

Submarine  Base — 

Executive  officer's  quarters .- 392 

Seaplane  view  of  Submarine  Base  and  Air  Station 391 

Typical  tropical  barracks  for  200  men 391 

Constable  Hook,  N.  J.,  emergency  fuel  depot : 

Delivery  of  coal  to  barge 350 

Hulette  unloader 349 

Loading  train  for  delivery  of  coal  to  barges 350 

Mead-Morrison  coal  unloader 349 

Erie,  Pa.  : 

Erie  Forge  Co. ;  general  view  of  Navy  extension  to  plant  of 222 

Fort  Worth,  Tex.,  United  States  Helium-Production  Plant : 

Bird's-eye   view 439 

.   Compressor  building,  interior  view 444 

Plot  plan  of  plant 440 

Separation  building,  interior  view ; 444 


10  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS. 

Page. 

Foundry  for  industrial  yard,  bureau  layout  for 182 

Great  Lakes,  111.,  Naval  Training  Station  : 

Plan  of 'J'6 

Plot  plan  of  hospital  reservation l-"> 

General  storehou.se,  typical,  bureau  design :'>-" 

Guipavas,  France,  United  States  Naval  Air  Station : 

Dirigible  hangar ■t;^>l 

Seaplane  view  of  station 431 

Hampton  Roads,  Va.,  Naval  Operating  Base: 

East  Camp — 

Barrack  group_-                  67 

Boiler   plant '1 

Drill   hall "1 

Laundry  and  galley 68 

Plan  of  East  Camp . 60 

Post  office 68 

Typical   barracks : 67 

General  development — 

Aviation  .station  showing  utilization  of  lagoon 138 

Bulkheads  along  Boush  Creek 134 

Bulkheads  for  aviation  pier 134 

Concrete   sheet-pile   protection    of    existing    bulkhead    walls    of 

lagoon 138 

Filling  behind  bulkhead 133 

General  plan  showing  improvements  to  1920 140 

General  plan  of  site,  1917 140 

Merchandise  pier,  bulkhead  fill  not  made 137 

Pier  No.  3 137 

West  bulkhead  before  filling 133 

Industrial  boiler  plant 266 

Naval  Air  Station — 

Barracks  and  mess  hall 410 

Barracks  and  mess  hall,  view  of  court 410 

Kite-balloon  hangar 409 

Seaplane  hangars;   curve-truss,  sliding-door  type 4(10 

Seaplane  hangars;  straight-truss,  rolling-door  type 405 

Seaplane  view  of 399 

Naval  Hospital — 

Plot  plan 121 

Type  of  emergency  hoi^iiital  construction ^-u 

Ward  buildings 121 

Ward    interior 122 

Storage,  etc. — 

Aircraft   storehouse    (three-story) 334 

Cold-storage  warehouse  and  ice  plant 330 

Design  of  cold-storage  plant 330 

Fleet  supply  station  group 345 

One  of  two  1,400-foot  merchandise  piers 336 

One-story  general   storehouse 325 

Six-story  general  storehouses,  building  101 323 

Six-story  general  storehouses,  building  103 323 

Submarine  Base;  construction  of  pier  at  south  of  basin 392 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS.  H 

Haugars,  typical :  Page. 

Details  of  seaplane-liangar  framing,  straiglit-truss,  75-foot  span 408 

Elevation  of  standard  curve  truss,  112-foot  span,  for  seaplane  hangar 408 

Elevation  of  standard  151-foot  seaplane  hangar 408 

Hoboken,  N.  J. : 

Stevens  Institute  ;  Steam  Engineering  School 62 

Hospital  bases,  east  and  west  coasts,  prewar  design  for 98 

Indianhead,  Md.,  Naval  Proving  Ground  and  Smokeless  Powder  Factory : 

Blending  tower 294 

Soda   storehouses , 293 

Turbo-generator,  7,500-kilovolt-ampere,  in  power  plant 276 

Key  West,  Fla. : 

Seaplane  view  of  Naval  Air  Station 400 

Lafayette  Radio  Station.  Croix  d'Hins,  France : 

Ensemble  of  completed  towers 378 

Erection  tower  in  process  of  construction 374 

Erection  tower  in  service 377 

General  layout,  showing  camp  and  construction  plant 368 

Individual  tower  with  panel  points  indicated 373 

Post-armistice  erection,  showing  use  of  gin  pole  on  upper  panels  of 

tower 377 

Tower  footings  as  designed  by  French  engineers 378 

Lamberts  Point,  Va.,  Bunkering  Depot: 

DeMayo  elevator  installation,  Pier  4 353 

Mitchnei*  elevators,  stream  fueling  barge,  and  escalade  in  operation. 

Pier  4 353 

Machine  shop  for  industrial  yard,  bureau  layout  for 182 

Mare  Island,  Calif.,  Navy  Yard : 

Boat-storage  building   (timber) 333 

Boiler  installation  at  power  plant 275 

Causeway  connecting  with  mainland 151 

Causeway  connecting  with  mainland ;  bascule  bridge  raised 151 

Double  slip  for  destroyer  construction 196 

Electrical  storehouse 346 

Floating  crane   (150-ton) 209 

Structural  shop 168 

Navy  yard,  ideal  type 130 

New  London,  Conn.,  Submarine  Base : 

Battery-overhaul  building 387 

Elevated  and  underground  distributing  systems 269 

Engine  room  of  power  plant,  showing  mechanical  equipment 269 

Industrial  group 387 

Officers'  quarters 389 

Panorama  of  base 383 

Plan   of  base 384 

Shore  accommodations  for  submarine  crews 388 

Torpedo  shop 388 

Typical  barracks  for  .500  men 389 

New  Orleans,  La.,  Naval  Hospital : 

Administration  building 107 

Plot  plan 107 

Ward  buildings 108 


12  WAR   ACTIViriES   OF   BUREAU   OF    YARDS   AND  DOCKS. 

Newport  News.  Va. : 

Bunkering  Depot —  Page. 

DeMayo  elevators  in  operation 354 

Derricks  for  supporting  DeMayo  elevators 354 

Navy  extension  to  plant  of  Newport  News  Shipbuilding  &  Dry  Dock 
Co.— 

Plan 222 

Ship  fabricating  shed ^ 222 

Newport,  II.  I. : 

Naval  Hospital — 

Contagious  wards 106 

Plot  plan 106 

Naval  Torpedo  Station;  power  plant 266 

Naval  Training  Station — 

Temporary  barracks 50 

Temporary  barracks  and  permanent  construction 50 

New  York,  N.  Y.,  Navy  Yard : 

Double  shipbuilding  slips 191 

General  plans  of  shipbuilding  slip  No.  1,  as  reconstructed 19S 

General    storehouse 320 

Interior  of  extension  to  heavy  machine  shop 179 

Light  machine  and  electrical  .shop  nearing  completion 179 

Structural  shop 166 

Structural  shop,  partial  interior  view 166 

(See  also  Brooklyn.) 
Norfolk,  Va. : 

Naval  Hospital — 

Emergency  buildings ' 108 

Main  hospital  and  emergency  group 111 

Plot  plan 111 

Type  of  emergency  hospital  construction 126 

Naval  Magazine,  St.  Juliens  Creek ;  torpedo  storehouse 285 

Navy  Yard— 

Battleship-building  slip — 

General  view 187 

Launching  of  destroyers 188 

Cranes — 

Auxiliary  htting-out  cran&s  nearing  completion 205 

Floating  crane   (150-ton) 210 

Locomotive  crane  (oO-ton),  Dry  Dock  No.  4 206 

Dry  docks — 

Dry  Dock  No.  4,  plan  and  sections 238 

Dry  Dock  No.  4,  U.  S.  S.  Wisconsin  entering '_  241 

Dry   Dock  No.  6,  before  first  flooding  ceremonial,  looking 

toward  head  end 242 

Dry  Dock  No.  7 242 

Dry  docks  with  vessels  docked 241 

Fitting-out  pier;  general  plans 198 

General  development — 

Construction  of  concrete  retaining  wall 142 

Quay   wall   construction,  jetting  of  concrete  piles  in  fore- 
ground   142 

Schmoele  tract  after  development , 141 

Schnioele  tract  before  development 141 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  13 

Norfolk,  Va. — Continued. 

Navy  yard — Continued.  Page. 

Power  plant,  view  from  south 258 

Battery   of  boilers 258 

Reciprocating  air  compressor 272 

Shops — 

Foimdry 171 

Machine  shop. 177 

Machine  shop,  interior  of  main  aisle 177 

Steel-storage   shed 165 

Structural  shop 165 

Organization  of  Bureau  of  Yards  and  Docks,  chart  of 24 

Painiboeuf,  France,  United  States  Naval  Air  Station : 

Canvas  dirigible  hangar 428 

Frame  dirigible  hangar,  early  construction  view 427 

Frame  dirigible  hangar,  late  construction  view 427 

Parris  Island,  S.  C. : 

Marine  Barracks ;  emergency  hospital  buildings,  showing  wards  and 

solarium 122 

Pauillac,  France,  United  States  Naval  Air  Station : 

Seaplane   hangars 432 

Seaplane  view  of  portion  of  station 432 

Pearl  Harbor.  Hawaii,  Naval  Station : 
Dry  Dock  No.  1— 

Admitting  water  through  caisson  for  testing  pumps 250 

General  view  during  construction,  showing  sections  in  place 250 

General  view  of  interior  from  head  end 246 

Interior  view  after  first  pumping 245 

Pump  well  after  launching  from  floating  dock 249 

Pump  well  before  launching  from  floating  dock 249 

A'iew  of  completed  structure  at  formal  opening 246 

Pelham  Bay  Park,  N.  T. : 
Naval  Hospital — 

Plot  plan 112 

Surgical    ward 112 

Naval  Training  Camp — 

Administration  building  and  unit  "  N  " 53 

Partial  view  of  camp 54 

Pensacola,  Fla.,  Naval  Air  Station : 

Concrete  retaining  wall  for  pier 152 

Pier,  dredging,  and  fiUing-in  progress 152 

Seaplane  view  of  station 413 

Personnel,  Bureau  of  Yards  and  Docks: 

Commissioned,   enlisted,    and   civilian  personnel   of   the   Bureau   of 

Yards  and  Docks  at  the  time  of  the  armistice 26 

Executive  personnel  of  the  bureau,  commissioned  and  civilian 23 

Organization  chart  of  bureau 24 

Personnel,  technical,  of  bureau,  chart  showing  variation  of 29 

Philadelphia,  Pa. : 

Naval  Hospital,  Grays  Ferry  Road — 

Plot    plan 123 

Ward   buildings 123 

Naval  Hospital,  League  Island — 

Plot    plan 101 

Wards  and  subsistence  building 101 


14  WAR  ACTlViriES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

Philadelphia,  Pa. — Continued. 
Navy  Yard — 

Cranes—  ^"^®- 

Construction  view  .S.")U-ton  fittinji-out  ci-iine ~0l 

Fitting-out  cranes,  350-ton  and  auxiliary 205 

Locomotive  cranes  (50-ton),  for  Dry  Dock  No.  3 210 

Otticial  test  of  H.'iO-ton  tilliiiy-out  crane 202 

Twenty-five-ton  locomotive  crane  on  elevated  trestle 475 

Dry  Dock  No.  3  under  construction 245 

Emergency  barracks  for  recruits 63 

General  views — 

Looking  east  from  radio  tower 144 

Looking  west  from  radio  tower 145 

Power  plant — 

Ash-removal  system 257 

Coal-handling    installation 182 

General  view  showing  coal  and  ash  handling  plant 257 

Generator-room  end  of  plant 181 

Overhead  coal  bunkers 182 

View  taken  from  crane  runway  of  shipbuilding  slip 181 

Shipbuilding  slips  Nos.  2  and  3 — 

Inboard  view 186 

Outboard   view 185 

Slip  No.  2;  general  plans 198 

Shops — 

FoundiT 1T2 

Foundry,  interior  view 172 

Machine  shop  and  "  extension  " 178 

Machine-shop  extension,  main  aisle  interior 178 

Pattern  shop  and  storage  building 174 

Plate  shop,  interior 167 

Structural    shop 167 

Structural  shop  and  .shipbuilding  slips 145 

Structural  shop,  mold  loft 168 

Storehouses — 

Advance-base  storehouse  for  Marine  Corps .  346 

Boat  and  general  storagQ  building,  partial  interior 333 

Emergency  storehouse 329 

Portsmouth,  N.  H. : 
Naval  Hospital — 

Plot   plan 104 

Psychiatric   wards 104 

Navy  Yard — 

Lumber-storage  building 336 

Submarine-building    slips 196 

Power  plant  for  indu.strial  yard,  bureau  layout  for 182 

Providence,  K.  I. : 

Bethlehem  Shipbuilding  Corporation   (Ltd.)  ;  boiler  shop 231 

Puget  Sound,  Wash.,  Navy  Yard : 
General  storehouse — 

Exterior 325 

Interior  view,  ground  floor 326 

Interior  view,  top  floor 32G 


WAK   ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS.  15 

Puget  Sound,  Wash.,  Navy  Yard — Continued. 

Grading  and  filling  operations^  Page- 
Filling  operation  in  progress 147 

Filling  operation  in  progress,  sliowing  extension  of  shore  line —  147 

General  view  of  operation 148 

Grading  operation  completed,  slope  protection 148 

Shipbuilding  dock — 

Construction  view  showing  caisson 392 

General  view  showing  U.  S.  S.  Pyro  under  construction 192 

General  plans 198 

Power  plant — 

Boiler    installation 275 

Turbo-alternator 276 

Temporary  general  storehouse 329 

River  Rouge,  Mich.,  works  of  Ford  Motor  Co. : 

Building  "  B,"  Navy  extension  to  plant 225 

Plan  showing  Navy  extensions 224 

Rockaway,  L.  I. : 

Seaplane  view  of  Naval  Air  Station 397 

San  Diego,  Calif. : 

Marine  Corps  Base — 

Bird's-eye   view 95 

General   layout 94 

Parade  ground 96 

Naval  Air  Station — 

Administration   building 415 

Barracks  No.  2 416 

Commanding  officer's  quarters 416 

Dirigible  hangar 418 

Plan  of  station 414 

Seaplane  hangar 415 

Student  officers'  quarters . 416 

South  Brooklyn,  N.  Y.,  Fleet  Supply  Base: 

Eight-story  storehouses,  power  plant,  and  construction  office 340 

Storehouses  S-1  and  S-2,  with  power  plant 339 

Squantum,  Mass.,  destroyer  plant: 

(General  view  during  construction 219 

Interior  view  of  wet  slip 220 

Shore  end  of  building  slips 219 

Wet  slips  and  building  slips 220 

Torpedo  racks  and  crane,  typical,  as  designed  by  the  bureau 285 

Training   camps,   naval,   as  completed   during  emergency   period,   chart 

showing 81 

Transportation  facilities  at  navy  yards: 

Adaptation  of  yard  truck  and  semitrailer  for  boat  haulage 477 

Typical  yard  crane  truck  for  heavy  weights 472 

Typical  yard  crane  truck  handling  life  raft 472 

Typical  yard  5-ton  locomotive  crane 476 

Typical  yard  5-ton  truck  and  trailer 477 

Typical  yard  locomotive  and  dump  cars 476 

Typical  yard   locomotive  crane 475 

Typical  yard  motor  street  sweeper 471 

Typical  yard  7-ton  back-dumping  truck 47J 

37022—21 2 


16  ^VAE   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

Wards  Island,  N.  Y.,  Emergency  Hospital:  Pae*- 

Nurses'  quarters 11" 

Plot  plan  of  hospital 118 

Seaplane  view  of  hospital 99 

Wash  in -ton,  D.  C. : 

Eniorjrenc'.v  office  buildinjrs  for  Navy  and  War  Departments,  Potomac 
Park— 

IMrd's-eye    view 481 

Curves  showing  labor  displacement 491 

Perspective  of  Navy  unit 484 

Typical  floor  plan  of  Navy  unit 485 

Naval  Hospital,  emergency  buildings — 

Types  of  construction  (two  plans) 126 

View  of  eastern  group 115 

View  of  western  group 115 

Navy  Yard — 

Storehouses — 

Design  of  general  storehouse 324 

General  storehouse  group 324 

Interior  of  general  storehouse 324 

Shops — 

Gun    shop 294 

Machine    shop 299 

Pattern  shop 299 


ACTIVITIES  OF  THE  BUREAU  OF  YARDS  AND 
DOCKS,  WORLD  WAR,  1917-18. 


INTRODUCTION. 


PUBLIC  WORKS  OF  THE  NAVY  AND  THE  WORLD  WAR,  1917-18. 

The  public  works  of  the  Navy  comprise  practically  all  construction 
of  shore  establishments,  such  as  dr}^  docks,  marine  railways,  ship- 
building ways,  harbor  works,  floating  and  stationarj^  cranes,  power 
plants,  coaling  plants,  ]:)ridges,  streets  and  grounds,  radio  towers, 
aviation  stations;  heating,  lighting,  telephone,  sewer,  and  transpor- 
tation systems :  and  all  buildings,  for  wdiatever  purpose  needed,  under 
the  Navy  and  Marine  Corps. 

Since  the  passage  of  the  naval  appropriation  act  of  April  4,  1911, 
the  Bureau  of  Yards  and  Docks  has  been  charged  with  the  design  and 
construction  of  the  public  works  and  public  utilities  of  the  Navy, 
wherever  located,  and  irrespective  of  the  bureau  or  office  of  the  Navy 
Department  which  may  use  or  operate  them  and  the  appropriation 
or  fund  from  which  their  cost  may  be  defrayed. 

Until  the  United  States  entered  the  World  War  such  public  works 
were  confined  to  the  United  States  and  its  possessions,  but  later  it 
became  necessary  to  provide  public  works  in  countries  with  which  the 
United  States  Avas  associated  in  carrying  on  the  war. 

The  groAvth  of  the  Navy  in  materiel  and  in  personnel  during  1917 
and  1918  M-as  phenomenal,  and  public  works  required  on  account  of 
this  increase  cost  several  times  as  much  as  the  total  value  of  those 
Avorks  existing  at  the  time  of  entering  the  Avar. 

The  develo])ment  of  the  shore  investment  in  public  works  AAas  quite 
marked  immediatel}^  after  the  Spanish  War,  but  the  j)ace  set  imme- 
diately after  that  Avar  Avas  relaxed,  and  in  1917  the  shore  establishment 
Avas  inadequate  for  the  demands  then  throAvn  upon  it.  The  Bunce 
Board  in  1897  had  pointed  out  the  inadequacy  of  existing  dry  docks 
and  proposed  a  program  of  dry-dock  construction,  naming  some  as 
immediately  necessary  and  others  that  should  be  built  later.  The 
present  chief  of  the  Bureau  of  Yards  and  Docks  was  recorder  of  that 
board,  and  has  followed  dry-dock  construction  with  the  greatest  inter- 
est in  view  of  information  acquired  during  the  sitting  of  the  board. 

17 


18  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 

The  Hon.  John  D.  Lon^ij,  who  was  then  Secretary  of  the  Navy,  acted 
promptly  on  the  report  of  the  board,  and  the  Con<rress  was  so  favor- 
ably impressed  that  appropriations  were  almost  immediately  made 
for  the  construction  of  four  large  graving  docks  and  a  large  steel 
floating  dock.  Notwithstanding  this  and  later  congressional  action 
in  providing  for  other  docks,  the  number  that  the  board  had  found 
to  be  immediately  needed  was  not  completed  and  ready  for  use  until 
1919,  when  the  Pearl  Harbor  Dock  was  completed. 

In  1897  the  value  of  all  public  works  in  the  then  existing  18  navy 
3'ards  and  naval  stations  was  $53,000,000.  The  dry  docks  and  build- 
ings were  small  and  old,  and  were  more  suited  to  the  repair  of  the 
ships  of  1860  to  1870  than  for  the  "  white  squadron  "  of  the  eighties. 
The  buildings  were  inadequately  heated  and  lighted ;  they  were  almost 
devoid  of  cranes,  and  the  poAver  facilities  were  insufficient. 

For  many  years  after  steam  propelling  engines  had  been  installed 
in  naval  ships,  most  cruising  was  under  sail,  and  steam  was  used  as 
little  as  possible.  A  few  coal  sheds,  without  mechanical  equipment, 
had  been  provided  for  storing  the  small  amount  of  coal  that  the  Navy 
carried  in  stock.  Shortly  after  the  outbreak  of  the  Spanish  War  the 
need  for  modern  and  adequate  coal  storage  became  urgent,  and  the 
Belknap  Board  made  a  study  of  the  requirements  and  recommended 
that  plants  with  mechanical  equipment  be  built  at  several  points  along 
the  coast. 

In  1897  the  largest  ships  had  a  mean  draft  of  less  than  25  feet,  and 
one  officer  predicted  that  future  naval  ships  would  have  a  draft  of 
not  more  than  26  feet,  since  a  greater  draft  w^ould  limit  the  number 
of  harbors  that  such  ships  could  enter.  The  vessels  then  built  had  not 
made  deep  channels  and  deep  berths  necessary,  and  the  berths  at  most 
of  the  navy  yards  were  not  suitable  for  ships  of  greater  draft. 

In  1898  steps  were  taken  to  provide  modern  shops,  a  better  water 
front,  more  dry  docks,  and  improved  coaling  facilities.  Within  the 
next  few  years  the  advance  in  all  of  these  lines  was  marked. 

These  improvements  made  it  necessary  to  increase  the  several 
power  plants  in  the  navy  yards,  and  it  soon  became  apparent  that 
there  was  a  large  duplication  in  generating  apparatus  and  in  dis- 
tributing systems.  To  overcome  this  lack  of  economy,  the  naval  act 
of  April  27,  1904,  provided  for  centralizing  all  power  plants  and 
distributing  systems  under  the  cognizance  of  the  Bureau  of  Yards 
and  Docks,  and,  in  accordance  with  this  law,  a  central  power  plant, 
serving  all  activities,  has  been  established  in  each  navy  yard  and 
naval  station. 

The  principles  established  as  the  result  of  investigation  just  prior 
to  and  during  the  Spanish  War  laid  the  foundation  for  the  tre- 
mendous developments  of  the  World  War,  and  this  was  simply  an 
expansion  and  not  the  inauguration  of  new  prinfiplos. 


WAR  ACTIVITIES   OF   BUREAU   OF    YARDS  AND  DOCKS.  19 

In  1913,  at  the  beginning  of  the  present  administration,  the  value 
of  the  public  works  at  the  then  existing  navy  yards  and  naval  sta- 
tions was  $191,000,000,  This  shows  a  large  increase  in  shore  facili- 
ties since  the  year  of  the  Spanish  War,  but  does  not  show  a  growth 
commensurate  with  that  of  the  fleet. 

During  the  same  period  a  great  advance  had  been  made  in  the 
establishment  of  radio  stations,  and  by  1913  about  30  important  ones 
were  in  use. 

After  the  beginning  of  the  World  War,  in  1914,  a  careful  survey  of 
the  resources  of  the  United  States  was  made,  and  it  was  shown  that 
if  this  country  should  be  drawn  into  the  war  it  would  be  necessary 
to  make  immense  additions  to  the  fleet,  the  naval  shore  facilities,  and 
to  the  merchant  marine.  The  great  naval  three-year  program  of 
1916  provided  for  the  expansion  of  the  fleet,  and  provision  was  made 
for  other  necessary  things.  When  the  country  was  at  last  drawn 
into  the  war,  the  desirable  preparations  had  not  been  made  but,  by 
one  of  the  most  complete  mobilizations  of  the  whole  personnel  and 
material  resources  of  the  country  that  had  ever  been  undertaken, 
rapid  progress  was  made,  and  the  armistice  of  November  11,  1918, 
was  brought  about  by  the  speed  at  which  the  country  produced  ships 
and  every  other  feature  required  for  the  rapid  carrying  on  of  war. 
During  this  period  the  public  works  of  the  Navy  increased  in  value 
from  about  $211,000,000  to  $469,000,000. 

To  expedite  the  construction  of  destroyers  and  other  naval  vessels, 
extensions  were  made  at  the  plants  of  private  shipbuilders  and  ma- 
chinery manufacturers  at  a  cost  of  about  $70,000,000;  and  much 
emergency  construction  was  carried  out  in  the  countries  of  the  allies 
and  associates  in  the  war.  It  will  be  noted  that  the  expenditures  for 
public  works  of  all  kinds  carried  out  under  the  supervision  of  the 
Bureau  of  Yards  and  Docks  during  the  years  of  the  war  were  more 
than  the  total  expenditure  that  had  been  made  at  all  navy  yards  and 
naval  stations  during  the  preceding  125  years. 

In  the  following  pages  there  will  be  given  a  more  detailed  state- 
ment of  the  work  accomplished,  and  of  the  organization  of  the 
Bureau  of  Yards  and  Docks  and  of  the  Corps  of  Civil  Engineers  of 
the  Navy,  under  whose  direction  the  projects  were  planned  and 
executed. 


CHAPTER  I. 
THE  BUREAU  OF  YARDS  AND  DOCKS. 


1.  DEVELOPxMENT  OF  ORGANIZATION. 

Prior  to  July  1,  1916,  the  bureau  consisted  of  a  chief  of  bureau,  a 
chief  clerk  who  acted  as  chief  during  the  absence  of  the  chief  of 
bureau,  a  small  number  of  civil  engineers  of  the  N'a\y,  and  a  civilian 
personnel  of  59  men  and  4  women.  While  this  force  had  never  been 
large  enough  to  do  in  the  bureau  all  work  that  should  have  been 
done  there,  it  became  evident  in  1916  that  the  bureau  organization 
should  be  greatly  enlarged  and  that  the  subordinates  should  have 
more  definitely  assigned  duties  and  responsibilities. 

The  act  of  August  29,  1916,  created  the  office  of  assistant  to  the 
chief  of  bureau,  and  Commander  A.  L,  Parsons  (C.  E.  C),  United 
States  Navy,  was  appointed  to  fill  this  office.  His  first  duty  was  to 
prepare  a  plan  of  organization  better  to  systematize  the  work  of  the 
bureau. 

Organization  of  Noveniber  i,  1916. — After  considerable  study,  a 
bureau  order  was  promulgated  as  of  November  1,  1916,  embodying 
a  scheme  of  organization  which  can  now  be  considered  merely  as  a 
stepping-stone  between  two  periods  of  history.  By  this  scheme  the 
chief  of  the  bureau,  in  general  command  of  all  work  under  the 
bureau's  cognizance,  had  two  assistants  acting  under  his  personal 
direction  and  independent  of  all  other  offices.  These  were  a  private 
secretary  and  an  engineering  secretary  in  charge  of  data  files,  library, 
and  specially  assigned  technical  research  work. 

The  bureau's  other  functions  were  distributed  among  the  following 
six  "  divisions  " : 

(«)   Office  of  Assistant  Chief  of  Bureau. 

(5)  Division  of  Mechanical,  Electrical,  and  Routine  Design. 

((?)   Division  of  Special  Design  and  Projects. 

{d)   Construction  Division. 

[e)  Maintenance  and  Operating  Division. 

(/)   Clerical  Division. 

The  general  duties  of  the  assistant  chief  of  bureau  were  to  exercise 
supervision  of  all  correspondence,  to  prepare  the  annual  estimates 
for   submission   to   Congress,  to   supervise   organization   and  office 

21 


22  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 

methods,  to  coordinate  the  internal  work  of  the  bureau,  to  supervise 
the  general  development  of  yards  and  stations,  and  to  act  in  all 
respects  as  the  special  representative  and  deputy  of  the  chief. 

The  principal  defects  of  this  organization  were  (a)  insufficient 
specialization  in  the  two  design  divisions;  (b)  overlapping  of  func- 
tions; (c)  inadequacy  of  function,  as  where  an  integral  activity  was 
carried  half-and-half  between  two  divisions;  {d)  building  the  duties 
of  a  division  to  fit  the  various  acquired  proficiencies  of  the  division's 
chosen  head. 

O'rganization  of  March  ^6,  1917 — Project  managers. — These  de- 
fects Avere  in  large  part  corrected  by  the  organization  order  issued 
just  11  days  before  war  was  actually  declared.  This  scheme  of 
organization  introduced  a  new  vital  factor,  the  real  center  of  the 
bureau's  operations  now  and  the  foundation  for  any  future  expan- 
sion— the  project  manager. 

First,  however,  as  to  divisions.  The  six  provided  under  the  organi- 
zation of  November  1  were  reduced  to  three :  {a)  The  Design  Di- 
vision; {h)  the  Construction  Division;  (c)  the  Maintenance,  Op- 
erating, and  Clerical  Division.  The  Design  Division  combined  the 
functions  of  the  two  previous  divisions  of  routine  and  special  design, 
under  the  direction  of  the  assistant  chief  of  bureau,  who  retained 
general  cognizance  of  office  methods,  organization,  and  coordination 
of  work.  The  Maintenance,  Operating,  and  Clerical  division  was  an 
amalgamation  of  the  fifth  and  sixth  divisions  of  the  former  scheme, 
and  was  placed  wholly  under  the  supervision  of  the  then  chief  clerk, 
the  commissioned  officer  previously  in  charge  of  maintenance  and  op- 
erating functions  being  relieved  as  needed  for  engineering  responsi- 
bility. The  Construction  Division  alone  remained  unchanged  and 
was  still  under  the  direction  of  an  officer  of  the  corps. 

It  was  in  the  Design  Division  that  the  fundamental  change  was 
made.  It  is  in  the  creative  function  of  design,  comprising  calcula- 
tion, drafting,  estimating,  specifying,  that  the  bureau  manifests  its 
true  individuality.  In  the  day  of  smaller  things  a  limited  drafting 
force  could  be  shifted  from  class  to  class  of  projects ;  an  experienced 
(iffir-er  could  oversee  the  execution  of  various  types  of  design  at  con- 
venience; as  late  as  November,  1916,  two  groupings  of  the  design 
function  were  considered  a  sufficient  specialization.  Now  the  mill 
was  turning  faster.  Xew  projects  were  croi)ping  \\\)  overnight,  old 
ones  Aveiv  taking  a  wider  scope.  Engineering  specialists  were  being 
called  in  to  handle  particular  problems ;  all  the  officers  available  for 
bureau  duty  found  their  attention  absorbed  in  those  construction 
projects  in  which  each  was  experienced.  Specialization,  in  the  bu- 
icaii  as  tlnoiiglioiit  the  Nation,  was  the  demand  of  the  hour. 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AXD   DOCKS, 


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24  WAR   AfTlViriES   OF   BUREAU   OF   YARDS  AND  DOCKS. 

The  distribution  of  work  then  effected  among  the  seven  project 
managers  was  the  following : 

(0)  New  naval  bases  and  development  of  existing  bases. 

{b)  Radio.  Marine  Corps,  and  fuel-oil  station  projects;  construction  for 

the  Bureau  of  Medicine  and  Surgery;  routine  design;  dry  docks; 

power  plant,  Washington  yard ;  subsurface  surveys. 

(c)  Shipbuilding  plants  and   improvements  related  thereto;   gun  shop, 

Washington. 

(d)  Armor  plant  and  projectile  plant,  South  Charleston,  ^Y.  Va. 

(e)  Facilities  for  aviation  and  submarines;  patrol  stations. 
if)  Ordnance  facilities  ;  storehouses. 

(g)  Construction  at  Naval  Academy;  Research  and  Experimental  Labo- 
ratory ;  duties  of  executive  officer  in  charge  of  design  division 
(assistant  chief  of  bureau). 

It  is  to  be  noted  that  by  this  time  each  project  manager  was  pro- 
vided with  a  civilian  assistant  who  was  required  to  familiarize  him- 
self with  all  aspects  of  the  projects  in  hand  so  as  to  be  able  to  carry 
forward  the  work  in  the  absence  of  the  manager.  Thus  was  the 
specialization  of  project  groups  clearly  demarked;  heads  of  divisions 
were  no  longer  expected  to  relieve  one  another. 

Organization,  October,  1917 ,  to  armistice. — Organization  instruc- 
tions for  the  bureau  were  last  printed  in  Bulletin  No.  28,  Public 
Works  of  tlxe  Navy,  for  October,  1917.  The  scheme  was  based  on 
several  amendatory  memoranda  issued  from  time  to  time  after  March 
26,  1917,  and  particularly  on  bureau  order  No.  121,  dated  August  6. 
This  plan  of  organization  was  very  full,  precise,  and  practicable,  and 
continues  in  force  to  the  present  time  essentiall}^  unmodified. 

The  number  of  project  sections  was  increased  to  10,  as  a  result 
both  of  new  demands  and  of  a  completed  functional  distribution. 
The  training  camp  section  had  been  established  since  March  to  meet 
an  unprecedented  condition,  and  was  handling  a  vast  amount  of  work 
at  this  time. 

The  scheme  of  project  assignments  was  as  follows : 

(a)   Dry  docks. 

(h)  Armor  and  projectile  plant. 

(c)  Naval  Academy. 

(d)  Magazines  and  general  ordnance  facilities. 

(e)  Aviation  and  submarine  bases. 

(O   Shipbuilding  and  yard  development  projects. 

(*7)  Marine  Corps,  fuel  oil,  radio,  and  routine  projects. 

(/()   Hospitals. 

(i)   Power  plants. 

(;■)  Training  camps. 

An  information  office,  formerly  under  the  clerical  division,  was 
transferred  to  the  construction  division  with  its  functions  explicitly 


^  YAEE 


Design^ 


I      Files 
I  l3Ckrkz 


^y //?<:>/  ^Mo. 


^AVY   VEPAZTMEnr,  WA5HINGT0ri.  D.C 

/Augtjsf  -   1918 


i^^^^SSi 


^^  1 


WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS.  25 

defined.  Its  most  important  duty  was  (and  is)  to  furnish  the  con- 
nection between  the  bureau  and  the  building  industry.  Files  of  plans 
and  specifications  under  advertisement  were  placed  under  its  custody, 
to  be  kept  in  convenient  form  for  the  inspection  of  prospective 
bidders,  materialmen,  and  subcontractors.  Data  as  to  work  on  hand, 
in  prospect,  or  completed,  was  to  be  kept  available  by  this  office,  and 
other  information  concerning  the  bureau's  work  in  general.  This 
section  rendered  a  vital  service  during  the  most  strenuous  days  by 
relieving  the  executive  chiefs  of  a  mass  of  inquiries  and  discussions 
essential  to  the  execution  of  contracts. 

The  organization  of  the  bureau  as  it  existed  in  August,  1918,  was 
substantially  as  outlined  above,  and  is  represented  in  the  accompany- 
ing chart.  The  10  project  sections  enumerated  are  shown  as  9 
because  of  the  fact  that  2  complete  sections  (ordnance  and  avia- 
tion-submarine projects)  were  in  charge  of  a  single  project  manager. 
The  Naval  Academy  projects  are  represented  as  a  secondary  activity 
of  the  assistant  chief.  A  few  temporary  added  functions;  such  as 
housing,  are  charted.  These  found  their  places  as  demands  arose. 
The  bureau's  relation  to  the  Housing  Corporation  was  advisory  only, 
and  had  to  do  with  the  accommodation  of  employees  under  the  shore 
establishment  in  congested  districts. 

2.  PERSONNEL  IN  GENERAL. 

In  March,  1917,  the  department  authorized  the  enrollment  of  both 
men  and  w^omen  in  the  United  States  Naval  Reserve  Force,  and  the 
bureau  considerably  augmented  its  force  through  this  medium.  The 
maximum  number  of  reservists  assigned  to  this  bureau  was  reached 
in  November,  1918,  at  which  time  the  records  showed  the  employment 
of  197  men  and  121  women,  the  women  reservists  being  enrolled  to 
cover  the  shortage  of  male  employees  caused  by  enlistment  and  con- 
scription, and  to  perform  the  work  of  men. 

Under  the  approval  of  the  President  on  April  30,  1917,  of  an 
allotment  to  the  department  from  the  appropriation  "  National 
Security  and  Defense,"  contained  in  the  deficiency  act  approved 
April  17, 1917,  for  the  employment  of  experts  and  high-grade  civilian 
assistants,  the  bureau  brought  into  its  service  in  a  civilian  capacity 
during  the  time  of  the  emergency  a  maximum  of  24  engineers  of 
high  standing  in  their  profession.  To  these  employees  the  bureau 
assigned  duties  of  a  very  high  grade  and  placed  on  them  much 
responsibility. 


26  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

There  follows  a  comparative  statement  of  the  bureau's  personnel, 
exclusive  of  officers,  as  it  existed  before  the  World  War  and  at  its 
conclusion,  when  the  force  was  at  its  maximum : 


1           July  1, 1916. 

Feb.  3,  1917. 

Nov.  11,  1918. 

Cleri-     Tech- 
1    cal.       nical. 

1 

Miscel- 
laneous. 

1 
Cleri-     Tech-     Miscel- 
cal.       nical.    laneous.j 

Cleri-  i 
cal. 

132  1 
167  i 

Tech-  1 
nical. 

Miscel- 
laneous 

Men 

W  omen 

10            43 
4    

6 

i               : 

14            95               7 
4 

1 

354  , 
3 

:n 

27 

Total  (bureau) 

63 

j 

120 

714 

As  an  indication  of  the  increase  in  volume. of  business  during  the 
war,  it  may  be  mentioned  at  this  point  that  the  daily  average  num- 
ber of  letters  handled  by  the  bureau's  correspondence  files  during 
July,  1918,  was  700 ;  the  corresponding  figure  for  July,  1916,  was  50. 

In  addition  to  official  duties  performed  by  the  civilian  personnel, 
much  work  of  a  special  character  was  done  by  them  in  the  interest  of 
the  various  "  drives  "  which  were  launched  during  the  war.  A  brief 
resume  in  recognition  of  the  effort  expended  in  this  class  of  work 
would  not  seem  to  be  irrelevant  when  we  consider  the  relationship 
which  the  results  of  these  activities — that  is  to  say,  money  and  com- 
fort— bear  to  the  successful  prosecution  of  war. 

The  civilian  employees  of  the  bureau  took  an  active  part  in  the 
conduct  of  the  Liberty  loan  campaigns,  and  to  them  is  due  in  a 
great  measure  the  bureau's  success  in  these  drives.  For  purposes 
of  canvassing  the  bureau  for  subscriptions  to  these  loans  in  what 
appeared  the  most  expeditious  manner,  its  organization  was  divided 
into  classes,  embracing  both  officers  and  civilians,  and  each  class 
was  assigned  to  an  independent  subscription  agent;  these  agents 
numbered  eight,  and  three  of  them  were  women.  Owing  to  their  in- 
terest in  this  work,  their  patriotic  viewpoint  and  pleasing  address, 
coupled  with  a  natural  tendency  and  willingness  on  the  part  of  the 
bureau's  personnel  to  contribute  to  the  loans,  these  agents  met  with 
remarkable  success  in  their  work.  Special  attention  is  invited  to 
the  fifth  or  Victory  loan,  at  which  time  the  bureau  went  "  over  the 
top."  The  daily  bulletins  issued  by  the  Liberty  loan  officer  for  the 
department  revealed  the  fact  that  this  bureau  alone  accomplished  this 
feat. 

The  splendid  results  achieved  in  these  campaigns  were  due  not  only 
lo  the  efforts  of  the  bureau's  agents,  but  also  to  the  hearty  coopera- 
tion on  the  part  of  the  entire  force,  both  officers  and  civilians,  and 
the  high  standard  of  the  morale. 

During  the  period  of  the  war  the  bureau  disposed  of  war  savings 
and  thrift  stamps  to  the  value  of  $40,030.23  through  its  authorized 
agents. 


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inl^WSNWP^^ 

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o 


WAR  ACTIVITIES    OF   BUREAU    Or    YARDS  AND   DOCKS.  27 

Each  of  the  drives  in  the  bureau  for  contributions  to  the  Red 
Cross  was  conducted  by  women  employees,  who  were  very  active  in 
this  cause.  Their  efforts  met  with  very  considerable  success,  and 
contributions  were  secured  from  a  majority  of  the  officers  and  em- 
ployees. Many  of  the  women  of  the  bureau  were  closely  associated 
with  the  Red  Cross,  and  contributed  much  of  their  time  and  skill  to 
club  work  engaged  in  by  that  organization  for  the  purpose  of  pro- 
viding wearing  apparel,  such  as  sweaters,  socks,  etc.,  for  the  boys 
of  the  Navy.  This  work  was  entirely  voluntary,  and  resulted  in 
very  material  increase  in  comfort  of  the  enlisted  force  of  the  Navy. 

The  drive  for  contributions  to  the  Salvation  Army  was  partici- 
pated in  by  the  department,  and  this  bureau  appointed  a  representa- 
tive to  solicit  subscriptions  and  make  collections.  The  campaign 
was  quite  successful  and  resulted  in  generous  contributions  by  the 
bureau  employees. 

3.  TECHNICAL  FORCE. 

The  need  for  the  preparation  of  the  bureau's  organization  to  re- 
ceive large  volumes  of  work  became  apparent  early  in  1916.  The 
work  of  securing  additional  quarters  began  soon  afterwards  and  was 
successfully  continued  throughout  the  war  as  demands  increased. 
The  matter  of  obtaining  additional  technical  men  proved,  however, 
to  be  the  real  problem,  and  one  which  was  destined  to  tax  resourceful- 
ness to  the  utmost.  The  first  requests  on  tue  Civil  Service  Commis- 
sion for  lists  of  eligibles  met  with  excellent  results,  and  men  were 
obtained  quite  readily.  As  the  demand  for  technical  assistance  grew, 
however,  both  within  the  Government  service  and  in  the  commer- 
cial world,  the  eligible  lists  were  soon  exhausted,  with  but  a  small 
percentage  of  necessary  forces  secured.  It  became  evident  that  the 
custom  of  the  Civil  Service  Commission  of  holding  competitive  as- 
sembled examinations  had  become  impracticable  in  view  of  the  ac- 
celerating requirements.  This  condition  was  overcome  by  inaugu- 
rating the  nonassembled  examination,  which  permitted  the  applicant 
to  receive  a  rating  and  a  permanent  appointment  solely  upon  state- 
ments made  in  his  application.  This  letting  down  of  the  bars  fa- 
cilitated access  into  Government  service,  and  application  papers 
were  filed  in  the  Civil  Service  Commission  so  rapidly  that  it  was  im- 
possible for  their  corps  of  examiners  to  pass  primarily  upon  each 
application.  Requests  for  additional  technical  assistants  resulted  in 
the  delivery  of  hundreds  of  unmarked  applications,  thus  resulting  in 
the  task  of  rating  the  individual  being  shifted  to  the  bureau.  After 
the  assignment  of  temporary  ratings  the  papers  were  returned  to 
the  Civil  Service  Commission  and  the  markings  were  reviewed  by 
them.     After  approval  certain  of  the  applicants  were  selected  from 


28  ^VAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS. 

the  list  thus  created  and  vrere  offered  positions.  All  difficulties  in 
obtaining  employees  did  not  end,  however,  at  this  point.  Many  of 
those  who  were  tendered  appointments  never  responded.  Some  had 
enlisted  for  service  in  the  war,  some  had  secured  more  lucrative  com- 
mercial employment,  and  some  negotiated  for  higher  pay,  Avhich  was 
seldom  offered  to  them. 

The  net  result  was  a  relatively  small  percentage  of  acceptances, 
making  the  growth  of  the  bureau's  force  too  slow  to  care  for  the 
rapidly  increasing  quantity  of  work.  The  supply  of  applications 
soon  became  exhausted,  thus  rendering  it  necessary  to  obtain  author- 
ity to  make  temporary  appointments,  subject  to  the  individual's  sub- 
sequently filing  an  application  with  the  Civil  Service  Commission 
and  sustaining  his  temporary  appointment.  This  method  permitted 
immediate  employment  of  an}^  applicant  to  a  position,  and  proved 
a  most  successful  and  efficient  method  of  securing  employees.  Many 
excellent  men  were  obtained,  and  those  alread}"  emploj'ed  were  re- 
quested to  communicate  with  their  associates  in  their  previous  posi- 
tions with  a  view  to  having  them  enter  the  bureau.  Every  con- 
ceivable source  was  drawn  upon  for  assistance.  ]Many  good  drafts- 
men were  obtained  through  the  medium  of  enlistment  in  the  United 
States  Xaval  Reserve  P'orce.  Young  men  and  young  women  who 
enlisted  in  this  branch  of  the  service,  and  who  had  drafting  ability, 
were  given  work.  The  first  "  draftswoman  "  that  the  bureau  ever 
employed  entered  through  this  medium.  The  results  of  these  ex- 
pedients in  the  growth  of  the  technical  force  are  illustrated  graphi- 
calh'  b}'  the  accompanying  chart,  which  continues  the  history  of  the 
technical  personnel  up  to  October  31,  1920. 

The  holding  of  men  who  were  anxious  to  enlist,  after  the  declara- 
tion of  war,  proved  to  be  a  problem.  It  finally  became  so  difficult 
that  rigid  rules  were  made,  and  adhered  to,  which  resulted  in  the 
retention  of  most  of  the  aspirants  for  enlistment  honors.  The  Secre- 
tary of  the  Navy  adjudged  the  work  of  the  department  to  be  essen- 
tial to  the  maintenance  of  the  first  line  of  defense  at  home,  and  dis- 
couraged the  enlistment  of  men  who  were  necessary  to  the  work. 
Some  broke  away,  however,  and  joined  various  branches  of  the 
service. 

There  were  no  instances  of  unfaithfulness  to  the  Government 
among  the  employees  of  the  bureau.  Notwithstanding  the  fact  that 
some  of  the  most  important  projects  involved  in  the  prosecution  of 
the  war  were  designed  and  developed  by  the  technical  force,  a  situa- 
tion which  gave  ample  opportunity  for  the  dissemination  of  infor- 
mation, no  real  grounds  developed  for  just  suspicion.  Close  observa- 
tion was  kept  on  the  force  and  every  precaution  taken  against  dis- 
lovaltv.     The  antecedents  of  the  men  were  inquired  into,  and  their 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS    AXD   DOCKS. 


29 


habits,  both  within  the  office  and  on  the  outside,  were  studied.  Al- 
though some  were  investigated  more  thoroughly  than  others,  these 
special  investigations  developed  nothing  of  an  irregular  nature. 

The  conditions  under  which  the  technical  force  labored  were  ex- 
cellent.   Although  crowded  at  times,  there  were  no  complaints  or  dis- 


.  i.  z  <  z  ^  = 


satisfaction  among  the  men.  All  practicable  provisions  were  made 
for  their  convenience  and  comfort.  The  rooms  were  always  bright, 
clean,  and  airy,  and  to  this  fact  is  attributed  the  excellent  health  of 
the  men  during  the  war  period.  No  cases  of  serious  illness  were 
recorded,  and  no  deaths.     During  the  period  when  the  epidemic  of 


30  WAR  ACTIVITIES   OF   BUKEAU    OF   YARDS   AKD   DOCKS. 

Spanish  influenza  threatened  to  cripple  all  branches  of  the  Govern- 
ment service,  the  work  of  the  bureau  was  not  seriously  interrupted. 
It  so  happened  that  more  of  the  men  lost  time  on  account  of  sick- 
ness in  their  families  than  for  other  reasons. 

There  is  one  feature  which  contributed  much  to  the  successful 
execution  of  the  bureau's  work  during  the  war  which  has  not  been 
mentioned,  namely,  the  equipping  of  the  technical  force,  especially 
the  draftsmen.  Probably  no  branch  of  the  bureau's  activities  pro- 
ceeded more  smoothly  and  efficiently  than  the  supply  division. 
When  the  expansion  of  the  force  started,  a  number  of  drafting 
boards  and  trestles  were  obtained.  These  were  used  temporarily 
while  the  regulation  equipment  was  being  procured.  Too  much 
credit  can  not  be  given  those  in  charge  of  the  supplies  for  the  re- 
sourcefulness displayed,  which  resulted  in  deliveries  and  no  disap- 
pointments. Requests  for  additional  equipment  and  supplies  always 
met  with  prompt  response  and  delivery.  This  contributed  greatly 
to  the  high  efficiency  maintained  by  the  technical  force.  Miss 
Frances  Salisbury  had  charge  of  this  work  under  the  Clerical  Divi- 
sion. 

Distribution  of  technical  persoimel. — Referring  to  the  account  of 
the  bureau's  organization  previously  given,  it  is  noted  that  the 
bureau's  activities  were  separated  into  sections,  each  of  which  had  at 
its  head  a  "  project  manager."  Certain  assistants  were  assigned  to 
the  project  manager,  who  aided  him  in  supervising  work  in  hand. 
To  each  project  section  were  attached  a  corps  of  draftsmen  and 
technical  men  divided  into  squads,  each  of  which  had  its  squad 
leader.  The  number  of  technical  men  in  each  section  varied  from 
1  to  as  many  as  75,  while  the  number  in  a  squad  varied  from  1  to  8 
or  more.  Most  of  the  sections  finally  developed  into  independent 
and  general  drafting  forces — that  is,  each  contained  draftsmen  of 
various  callings,  thus  enabling  the  project  manager  to  undertake  and 
complete  any  assigned  project  without  assistance  from  other  sources. 
The  principal  sections,  and  the  number  of  draftsmen  included  there- 
in on  January  1.  1919,  are  as  follows: 

Draftsmen. 

Armor  and  projectile  plant  section 16 

Shipbuilding  and  yard  development  section 60 

Magazines,  storehouses,  general  ordnance,  aviation,  and  submarine  base 

section   73 

Training  camp  section 16 

Marine  Corps,  fuel  oil,  radio,  and  I'outine  section 22 

Hospital   section 23 

Dry  dock  section 5 

Power   plant   section 27 


WAR   ACTIVITIES   OF   BUREAU    01^    YARDS  AXD   DOCKS.  31 

If  the  urgency  or  volume  of  work  in  one  section  became  such  as 
to  require  additional  men,  they  were  procured  from  other  sections 
where  work  would  permit  their  release.  Transfers  of  this  nature 
were  not  always  easily  accomplished  on  account  of  the  desire  of  each 
section  head  to  keep  his  organization  intact.  A  hearty  spirit  of  co- 
operation, however,  prevailed  at  all  times,  as  a  result  of  which  the 
technical  employees  were  placed  where  they  were  most  needed.  The 
outcome  of  all  issues  was  unfailingly  effected  with  a  continuance  of 
good  feeling  and  mutual  respect  among  all  concerned.  The  experi- 
ence through  which  supervisors,  as  well  the  men,  passed  during  the 
World  War  was  one  which  will  long  be  remembered  as  something 
well  worth  while  and  well  done. 

37022—21^ 3 


CHAPTER  II. 
THE  CORPS  OF  CIVIL  ENGINEERS,  UNITED  STATES  NAVY. 


Public  works  of  the  Navy  are  now  designed  in  the  bureau  under 
the  direction  of  officers  of  the  Corps  of  Civil  Engineers,  and  con- 
struction in  the  field  is  carried  out  under  the  direction  of  officers  of 
the  same  corps.  Officers  of  this  corps  also  serve  as  public  works 
officers  at  the  navy  yards  and  naval  stations  and  have  charge  of  the 
maintenance  and  rej^air  of  public  works  and  public  utilities.  These 
officers  have  cognizance  of  projects  in  almost  all  branches  of  engineer- 
ing, and,  before  appointment,  have  been  obliged  to  undergo  an  ex- 
haustive professional  examination.  The  origin  and  growth  of  the 
corps  is  considered  of  interest. 

The  official  connection  of  civil  engineers  with  the  Navy  dates  back 
to  an  early  period  of  the  country's  history;  the  growth  of  the  civil 
engineering  force  into  a  commissioned  corps  of  its  present  strength 
has  been  a  gradual  development. 

President  Jefferson,  years  before  the  Bureau  of  Yards  and  Docks 
was  established  or  the  corps  organized,  conceived  the  idea  of  the  con- 
struction of  a  huge  dry  dock  capable  of  accommodating  12  frigates. 
It  will  be  remembered  that  at  this  time  ships  of  the  line  were  built 
of  wood,  and  were  very  small  compared  with  present-day  standards. 
Jefferson's  idea  was  to  have  a  tide-water  basin  from  which  ships 
could  be  raised  by  locks  to  an  upper  basin,  24  feet  higher.  The 
upper  basin  was  to  be  800  feet  long  and  175  feet  wide.  After  the 
water  was  drained  out  of  it,  the  ships  would  be  left  high  and  dry. 
Benjamin  Henry  Latrobe  was  called  in  as  consultant  on  this  scheme. 
He  considered  it  feasible  and  executed  the  drawings,  but  the  project 
failed  of  accomplishment  because  a  congressional  appropriation  could 
not  be  obtained  for  it. 

The  connection  of  Latrol)e,  an  eminent  civil  engineer,  with  a  naval 
sliore  project  such  as  the  foregoing  indicated  the  essential  relation 
between  fleet  and  land  construction  which  has  since  continually 
grown  closer. 

The  next  notable  instance  of  a  similar  character  occurred  within 
the  period  of  administration  of  the  Board  of  Naval  Commissioners, 
with  the  employment  of  Loammi  Baldwin,  jr.,  on  the  construction 

33 


34  WAR   AC'TIVITIKS   OF   nrKKAl'    OF    YARDS   AND   DOCKS. 

of  the  dry  docks  at  Charlestown  (Boston),  Mass.,  and  (iosport 
(Norfolk),  Ya.  Born  in  Massachusetts  in  1780,  the  third  son  of 
a  colonel  in  the  Continental  Army  who  Avas  himself  an  engineer  of 
repute,  Loammi  Baldwin  numbered  among  his  early  works  a  note- 
Avorthy  dam  on  the  Union  Canal,  in  Pennsylvania,  the  construction 
of  the  Bunker  Hill  Monument  and  the  water  supply  system  of  Bos- 
ton. The  Boston  and  Norfolk  dry  docks,  the  great  works  of  his 
life,  were  built  concurrently  from  identical  plans  during  the  years 
1827  to  1834."  His  assistants  were  Capt.  Alexander  Parris  and  W.  P. 
S.  Sanger  at  Boston  and  Norfolk  respectively.  The  two  docks  thus 
built  are  still  in  commission,  unexcelled  examples  of  their  era. 

In  addition  to  this  Avork,  Baldwin  was  engaged  in  1827  as  con- 
sulting engineer  to  a  body  of  commissioners  to  examine  the  various 
navy  yards  and  form  plans  for  their  future  improvement.  From 
1826  to  1835  he  made  surveys  of  New  York  Harbor  to  determine 
the  best  location  for  a  dry  dock.  This  work,  however,  was  not  car- 
ried out  until  after  his  death.  He  furnished  complete  plans  for  a 
marine  raihvay  at  Pensacola,  Fla. 

The  administration  of  the  Board  of  Naval  Commissioners  was 
superseded  by  the  bureau  system  by  authority  of  law  in  1842.  Only 
five  bureaus  were  at  first  provided  for,  the  first  to  be  named  being  a 
"  Bureau  of  Navy  Yards  and  Docks."  The  personnel  of  the  first 
force  of  this  bureau  included  W.  P.  S.  Sanger  as  "  Civil  Engineer," 
the  same  Sanger  who  was  Baldwin's  ]:»upil  and  assistant  in  the  con- 
struction of  the  Norfolk  Dry  Dock. 

It  was  not  long  until  civil  engineers,  attached  to  the  Bureau  of 
Yards  and  Docks,  were  regularly  employed  at  the  various  yards  as 
well,  and  in  1858  a  series  of  rules  was  drawn  up  for  their  regulation 
and  guidance.  These  rules  defined  the  duties  of  the  civil  engineer 
very  much  as  they  have  existed  to  the  present  time.  Until  1867  the 
civil  engineers  of  the  Navy  retained  a  strictly  civilian  status,  but  in 
that  year  Congress  passed  a  law  providing  that  the  President  might 
appoint  the  civil  engineers,  such  appointment  to  be  confirmed  by  the 
Senate.  This  act  made  the  civil  engineer  a  staff  officer.  Four  years 
later  Congress  provided  that  civil  engineers  should  be  given  such 
rank  as  the  President  might  fix,  and  limited  their  number  to  10. 

The  first  civil  engineers  to  be  commissioned  under  the  act  of  1867 
were :  W.  P.  S.  Sanger,  F.  C.  Prindle,  B.  F.  Chandler,  F.  A.  Stratton, 
and  Chas.  Hastings.  On  account  of  his  seniority  in  service,  linking 
back  into  the  beginnings  of  the  Navy,  AV.  P.  S.  Sanger  may  be  justi- 
fiably considered  the  first  civil  engineer  of  the  Navy. 

He  retired  from  active  service  with  the  relative  rank  of  captain 
in  1881,  and  died  in  Georgetown,  D.  C,  in  1890.  He  Avas  the  princi- 
pal engineer  in  the  Bureau  of  Yards  and  Docks  from  its  inception  to 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS   AND   D0(;KS.  35 

the  day  of  his  retirement.  No  naval  engineering  board  Avas  complete 
unless  he  was  a  member  of  it.  He  took  a  prominent  part  in  the  build- 
ing of  the  Mare  Island  navy  yard  and  in  the  development  of  all 
the  others.  He  shaped  the  early  career  of  the  corps  more  than  any 
other  one  man  connected  with  it. 

The  strength  of  the  corps  remained  fixed  at  10  until  long  after 
the  close  of  the  Civil  War,  the  period  from  1867  to  1883  being  one 
of  pronounced  naval  inactivity,  not  to  say  stagnation.  At  the  out- 
break of  the  Sjjanish-American  War,  however,  the  number  of  civil 
engineers  was  increased  to  18  through  discretionary  powers  vested 
in  President  McKinle3^  Further  increases  were  secured  through  the 
efforts  of  Rear  Admiral  Mordecai  T.  Endicott,  Avho  was  chief  of  the 
bureau  from  April  4,  1898,  to  January  5,  1907.  The  small  corps  of 
18  was  wholly  inadequate  to  the  requirements  of  an  expanding  navy, 
and  an  increase  to  40  (28  full  civil  engineers  and  12  assistants)  was 
authorized  by  act  of  Congress  on  March  3,  1903. 

The  naval  act  of  August  29,  1916,  frequently  called  the  prepared- 
ness act,  based  enrollment  in  the  Corps  of  Civil  Engineers  upon  the 
percentage  of  line  officers,  and  thus  on  the  strength  of  the  enlisted 
personnel  of  the  Xavy.  This  percentage  is  eight  ten-thousandths  of 
the  total  authorized  active  enlisted  strength,  but  is  somewhat  less 
than  it  should  be  to  carry  on  work  satisfactorily  for  both  the  Navy 
and  the  Marine  Corps. 

The  same  act  established  a  Naval  Reserve  Force  and  permitted 
the  enrollment  of  civilians  in  class  i,  complement  of  the  Naval  Re- 
serve Force  Civil  Engineer  Corps.  During  the  spring  and  summer 
of  1917  several  reserve  officers  were  enrolled.  In  the  fall  a  non- 
assembled  examination  was  held,  and  from  about  7,000  applicants 
an  eligible  list  of  335  candidates  Avas  established. 

On  the  date  of  the  armistice  the  Civil  Engineer  Corps  consisted  of 
74  regular  officers,  20  temporary  officers,  and  110  reserve  officers. 

Rear  Admiral  I^ndicott  (1898)  was  the  first  Chief  of  the  Bureau 
of  Yards  and  Docks  to  be  appointed  from  the  Civil  Engineer  Corps. 
Before  his  term  of  office  was  completed,  the  rule  was  established  by 
law  (June  29,  1906)  that  thereafter  the  chief  of  the  bureau  should 
be  selected  from  members  of  the  corps  exclusively.  The  logic  of 
such  an  enactment  should  be  at  once  apparent.  It  was  further  pro- 
vided in  the  law  of  August  29,  1916,  that  an  officer  of  the  corps 
might  be  detailed  as  assistant  to  the  chief  of  bureau. 

Rear  Admiral  Endicott  was  succeeded  as  chief  of  the  ])ureau  by 
Rear  Admiral  H.  H.  Rousseau,  who  was  selected  as  a  Commissioner 
of  the  Panama  Canal  less  than  three  months  after  his  appointment. 
Rear  Admiral  R.  C.  HoUiday  served  as  chief  four  years  and  nine 
months  from  ^farch  26.  1907.     Tender  liis  administration  tlie  con- 


36  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AXD  DOCKS. 

solidjition  of  all  public  -works  of  the  Navy  under  the  Bureau  of 
Yards  and  Docks  was  accomplished. 

Rear  Admiral  H.  R.  Stanford  took  office  on  January  14,  1912,  and 
served  as  chief  of  the  bureau  four  years.  Rear  Admiral  F.  R.  Har- 
ris was  appointed  January  14,  1916.  His  administration  embraced 
the  opening  period  of  the  Great  War,  and  was  marked  by  an  un- 
precedented expansion  of  the  bureau's  activities.  He  resigned  to 
become  general  manager  of  the  Emergency  Fleet  Corporation,  and 
was  succeeded  by  Rear  Admiral  Charles  Wellman  Parks,  the  present 
chief,  on  January  12.  1918.  Capt.  R.  E.  Bakenhus  is  the  present 
assistant  chief  of  the  bureau. 


^ 


I,  Md. 


n50Oi 


c 


CHAPTER  III. 
NAVAL  ACADEMY,  ANNAPOLIS,  MD. 


At  the  outbreak  of  the  war  it  was  apparent  that  the  training  facili- 
ties for  officers  and  men  would  not  care  for  the  large  number  that 
must  be  taken  into  active  service. 

Bancroft  Hall,  the  dormitory  of  the  Naval  Academy,  had  been 
designed  for  500  midshipmen,  but  had  from  time  to  time  been  re- 
arranged to  accommodate  1,200.  Further  to  increase  the  dormitory 
accommodations  it  would  be  necessary  to  make  additions  to  Bancroft 
Hall;  and,  as  it  was  estimated  that  accommodations  should  be  pro- 
vided for  1,000  more  midshipmen,  plans  were  prepared  for  the 
construction  of  two  new  wings. 

The  work  was  authorized  by  Congress  and  an  appropriation  of 
$1,000,000  made  on  March  4,  1917.  A  contract  was  awarded  on 
July  13,  1917,  for  the  construction  of  the  two  wings.  One  of  the 
wings  was  occupied  in  May,  1918.  and  the  second  in  September,  1918, 
together  providing  quarters  for  1.200  midshipmen  and  bringing  the 
total  capacity  of  the  Naval  Academy  to  approximately  2,400  men. 
The  east  wing  and  south  wing  are  connected  to  Bancroft  Hall  not 
only  by  interior  corridors,  but  also  by  a  wide  terrace  surfaced  with 
promenade  tile,  which  forms  the  roof  of  the  mess  hall.  The  terrace 
aifords  several  entrances  to  the  buildings  and  provides  quick  and 
easy  access  to  the  dormitories.  Considering  the  fact  that  the  build- 
ings are  of  reinforced  concrete  construction  with  Maine  granite 
exterior  walls,  the  time  of  completion  for  the  work  was  short. 

The  naval  act  of  July  1,  1918,  increased  the  limit  of  cost  of  the 
Bancroft  Hall  extension  from  $2,270,000  to  $2,850,000.  Owing  to  the 
unsettled  conditions  of  the  building  trades  and  the  excessive  and 
constantly  rising  costs  of  labor  and  building  materials  due  to  war 
conditions,  two  additional  deficiency  appropriations  were  made. 
The  appropriations  for  the  Bancroft  Hall  extension  are  summarized 
as  follows: 

Act  of  March  4,  1917 $1,000,000 

Act  of  July  1,  1918 ^_  1,850,000 

Act  of  Feb.  25,  1919 750,000 

Act  of  July  11,  1919 325,000 

Total 3,  925,  000 

190354 


38  WAR   ACTmXIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

The  original  classroom  and  laboratory  facilities  at  the  Naval 
Academy  proved  insufficient  for  the  increased  number  of  midship- 
men, and  two  appropriations  were  made  by  Congress  to  meet  the 
requirements:  One  on  June  15,  1917,  of  $300,000  for  an  addition  to 
Isherwood  Hall;  and  a  second  on  July  1,  1918,  of  $1,000,000,  with  a 
cost  limit  of  $2,500,000,  for  a  building  for  seamanship  and  naviga- 
tion and  other  instruction  purposes.  Of  the  $2,500,000  authorized 
for  the  seamanship  and  navigation  building  only  the  $1,000,000  as 
appropriated  was  used.  A  contract  for  the  addition  to  Isherwood 
Hall  Avas  made  on  August  6,  1917,  and  a  contract  for  the  seamanship 
and  navigation  building,  Luce  Hall,  was  made  on  March  31,  1919. 
To  provide  intensive  training  for  reserve  officers,  two  temporary 
wooden  buildings  were  erected  in  the  vicinity  of  Bancroft  Hall, 
and  were  finished  complete  with  bedrooms,  studj'  rooms,  and  messing 
arrangements. 

The  addition  of  the  dormitory  and  educational  buildings  necessi- 
tated an  enlargement  of  the  power  plant  and  distributing  systems 
of  the  academy.  On  July  1,  1918,  an  appropriation  of  $325,000  was 
made  for  improvements  to  the  central  power  plant  and  distributing 
systems,  and  on  July  11,  1919,  $200,000  was  appropriated  for  an 
addition  to  the  power  plant. 

The  construction  authorized  bj^  Congress  to  care  for  the  expansion 
of  the  Xaval  Academy  added  four  permanent  and  two  temporary 
buildings  to  the  group  already  erected.  The  buildings  are  of  monu- 
mental character,  of  a  French  academic  style,  and  are  constructed 
of  reinforced  concrete  with  granite  facing.  B}-  the  addition  of  the 
east  and  south  wings  to  Bancroft  Hall,  an  imposing  U-shaped  court 
was  formed,  opening  on  Farragut  Field  (the  parade  ground)  and 
affording  a  view  of  Chesapeake  Ba}^  just  beyond  the  sea  wall  of 
the  field. 


WAR   ACTIVITIES    OF   BUREAU    OF    YARDS  AND  DOCKS. 


39 


Bancroft  Hall  extension,  east  wing,  Naval  Academy,  Annapolis,  Md. 


Seamanship  and  NavigMtion  Building,  Naval  Academy,  Annapolis,  Md. 


CHAPTEK  IV. 
NAVAL  TRAINING  CAMPS. 


In  the  spring  of  1917  there  were  in  existence  four  naval  training 
stations  in  the  United  States.  These  had  a  total  capacity  of  6,000 
men.  The  largest,  at  Great  Lakes,  111.,  with  accommodations  for 
3,000  men,  was  opened  in  1911,  with  an  initial  capacity  of  1,500 
recruits.  The  oldest,  that  at  Newport,  for  2,000  men,  was  commis- 
sioned in  1881,  although  it  had  theretofore  been  a  year  in  operation. 
One  at  Yerba  Buena  (Goat)  Island,  San  Francisco  Harbor,  estab- 
lished in  1889,  and  one  at  St.  Helena,  Norfolk  Navy  Yard,  established 
in  1908,  had  a  capacity  of  500  men  each.  The  establishment  of  these 
stations  was  the  result  of  a  demand  for  a  more  scientific  training  of  the 
recruit  than  the  old  training  ship  produced.  The  Navy  gave  up  the 
system  of  sending  recruits  to  such  ships,  and  substituted  the  training- 
station  courses  for  their  disciplining  and  preliminary  technical  in- 
struction. The  increasingly  complex  battleship,  with  its  concomitant 
destroyers,  colliers,  supply  ships,  etc.,  demanded  many  specialists. 
These  crews  must  all  be  given  a  uniform  training,  a  foundation, 
before  a  choice  or  an  allotment  of  rating  was  allowed;  and  trade 
schools  were  established  for  the  training  of  ambitious  reenlisted  men 
or  of  recruits  showing  special  aptitude. 

The  establishment  of  stations  central  to  recruiting  districts  aided 
rapid  enlistment;  isolation  of  the  men  in  small  groups  before  and 
after  training  aided  in  stamping  out  disease  and  proved  the  most 
efficient  method  of  supplying  effective,  healthy  men  and  protecting 
the  seasoned  men  already  with  the  fleet. 

Uniform  preliminary  training  in  fundamentals  provided  a  founda- 
tion for  future  specialization  and  developed  resourcefulness  in  the 
recruit,  no  matter  to  what  branch  of  the  service  he  was  finally  at- 
tached. Replacements  and  new  units  necessitated  a  steady  flow  of 
men. 

That  the  system  on  which  these  older  schools  was  founded  was 
sound  and  flexible  is  shown  by  the  facility  with  which  the  land- 
trained  crews  adapted  themselves  to  the  requirements  of  the  new 
arms — seaplanes,  balloons,  and  submarines.  The  final  test  came 
during  the  war,  when  the  Great  Lakes  Station  alone,  averaging  at 

41 


42  WAR  ACTIVITIES    OF   BUREAU   OF   YARDS   AXD  DOCKS. 

first  200  new  men  a  month,  finally  received  in  July,  1918,  28,000 
lecruits  in  that  one  month. 

The  S3'stem  stood  the  strain  of  a  total  enlargement  from  four  sta- 
tions with  6.000  men  in  training  at  the  beginning  of  the  war  to  40 
stations,  established  or  under  construction,  with  accommodations  for 
191,000  men  in  winter  and  205,000  in  summer,  at  the  signing  of  the 
armistice. 

Some  conception  of  this  growth  can  be  gleaned  from  the  fact  that 
$1,500,000  Avas  originally  contemplated  as  a  sufficient  sum  for  naval 
training  camps,  whereas  $75,000,000  had  been  appropriated  or  spent 
at  the  cessation  of  hostilities. 

This  rapid  enlargement  required  immediate  construction  of  a  vast 
number  of  buildings  necessarily  temporary  in  character,  their  loca- 
tions in  many  cases  unprepared  for  building  sites;  but  their  erection 
was  done  at  maximum  speed  Avith  all  possible  economy  at  a  period 
when  priorities  in  material  and  transportation  were  problems  of  the 
gravest  import. 

Not  only  were  buildings  provided  for  barracks,  mess  halls,  and 
schools,  but  drill  grounds,  athletic  fields,  roads,  paths,  heating  and 
power  plants  and  their  feeding  and  lighting  conduits,  water  supply, 
sewers,  and  drainage,  were  all  laid  out  at  maximum  speed  to  meet  not 
only  the  requirements  of  the  moment  but  also  possibilities  of  indefi- 
nite expansion. 

Upon  the  Bureau  of  Yards  and  Docks,  charged  with  the  construc- 
tion of  all  shore  establishments  of  the  Navy,  fell  the  responsibility  of 
designing  and  erecting  the  necessary  training  station  facilities.  Work 
was  begun  only  u^^on  our  entering  the  war,  and  a  rigid  survey  was 
made  of  the  special  requirements  of  naval  training  camps.  Studies 
were  based  on  the  experience  of  the  few  existing  establishments,  and 
took  large  account  of  their  organization  and  operation. 

Designs  were  made  for  a  chain  of  20  cantonments  linking  up  both 
coasts  with  the  Great  Lakes  and  providing  accommodation  for  80,000 
recruits.  This  was  sufficient  for  the  immediate  emergency  only,  and 
a  continual  expansion,  both  in  number  of  stations  and  capacity,  kept 
I'^ace  with  the  increase  of  the  Navj'^  as  a  whole. 

It  is  a  matter  of  some  satisfaction  to  the  bureau  that  its  organiza- 
tion in  1917  enabled  it  to  conduct  its  emergency  naval  camp  con- 
struction with  a  remarkable  measure  of  success.  Early  contracts 
were  made  on  the  cost-plus  basis,  but  the  interests  of  the  Govern- 
ment were  safeguarded  by  careful  inspection  and  supervision.  While 
this  form  of  contract,  in  general,  may  be  subject  to  debate  on  groimds 
of  economy,  it  proved  for  the  time  being  the  most  speedy,  and  re- 
sulted in  the  early  completion  of  the  buildings  so  absolutely  neces- 
sary for  the  accommodation  of  recruits.  The  time  of  completion 
of  each  camp  was  short.     An  extension  of  the  Great  Lakes  station  to 


WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AXD   DOCKS.  43 

accommodate  17,000  men  was  finished  in  four  months.  The  first 
training  camp  at  Hampton  Eoads  for  10,000  men  was  completed  in 
three  and  one-half  months,  three  weeks  of  which  time  was  consumed 
in  draining,  stumping,  and  clearing  the  site,  over  4,000  workmen 
being  employed  in  this  alone. 

At  the  Philadelphia  Navy  Yard  site  cantonments  for  5,000  men 
were  built  in  three  months.  In  Brooklyn,  quarters  for  3,000  men 
Avere  erected  in  30  days. 

In  several  cases  the  work  of  construction  was  done  by  enlisted  men 
of  the  Navy,  in  others  by  navy-yard  labor  employed  under  the  super- 
vision of  public  works  officers,  and  the  large  remainder  was  handled 
through  commercial  contracts. 

During  the  peak  of  construction,  50,000  men  were  employed  on  the 
training  camp  projects  alone.  The  results  are  a  source  of  great 
pleasure  when  the  hampering  elements  are  considered.  The  build- 
ings are  admirably  arranged  on  architectural  lines  with  simple 
masses,  all  exposed  surfaces  are  painted,  and  at  this  writing  grass 
and  planting  enhance  the  central  features  of  the  stations. 

Close  cooperation  with  the  Bureau  of  Medicine  and  Surgery  was 
maintained  in  the  planning  of  these  training  camps  to  meet  the 
Bureau  of  Navigation's  demands  for  an  ever-increasing  expansion  of 
facilities,  and  all  credit  attaching  to  the  control  of  sickness  in  these 
establishments  during  the  war  is  due  to  the  Bureau  of  Medicine  and 
Surgery  for  the  rigid  requirements  and  remedial  suggestions  laid 
down  by  it. 

TRAINING  ASHORE— THE  SYSTEM. 

For  a  proper  understanding  of  the  conditions  governing  the  plan 
of  a  naval  training  station,  an  insight  must  be  had  into  the  daily 
life  of  the  recruit  it  houses. 

Upon  his  arrival  at  the  station  he  is  held  for  observation  for  21 
days  in  what  is  known  as  the  "  incoming "  isolation  group,  and  is 
housed  in  a  barrack  accommodating  12  men.  If  he  is  infected  with 
any  communicable  disease,  it  will  develop  in  that  length  of  time  and 
onl}^  11  men  will  have  been  exposed. 

In  this  detention  camp  he  is  under  constant  medical  observation, 
and  for  the  protection  of  the  main  camp  he  is  isolated  by  a  zone  10 
feet  wide  formed  by  two  high  barbed-wire  fences.  Each  unit  has 
its  own  dormitories,  mess  room,  serving  room,  and  latrine.  His  food 
comes  in  vacuum  containers  from  a  special  centrally  located  kitchen. 
His  dishes  never  leave  the  building,  but  are  sterilized  in  each  serving 
pantry.  His  clothes,  however,  are  taken  to  the  general  laundry  in 
special  bags  and  sterilized  before  being  laundered.  This  isolation 
camp  is  provided  with  its  own  dispensary,  officers'  quarters,  and  bar- 
racks similar  to  those  in  the  main  regimental  group. 


44  WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS. 

At  the  end  of  his  three-Aveek  period  of  medical  observation  he  is 
enrolled  in  a  regimental  training  unit  and  is  housed  in  a  barrack 
containing  from  54  to  140  men.  He  now  advances  in  his  training,  a 
landsman  to  be  made  into  a  sailor  before  treading  the  deck  of  a  ship. 
He  sleeps  as  a  rule  on  a  stout  canvas  hammock  slung  G  feet  above  the 
deck,  as  the  floor  is  called.  That  hammock  he  suns  daily  on  a  long 
pipe  railing  'just  outside  the  barrack.  His  spare  garments  are 
stowed  in  a  clothes  bag  kept  lashed  with  a  clove  hitch  to  a  jackstaff 
in  precisely  its  proper  location.  His  valuables  are  locked  in  a  ditty 
box  stowed  in  its  proper  niche  on  a  steel  rack. 

He  spends  an  allotted  portion  of  his  time  in  a  building  provided 
with  a  scrub  deck  for  washing  clothes  exactly  as  on  shipboard.  He 
takes  his  meals  in  a  large,  airy  mess  hall  accommodating  from  2,000 
to  5,000  men,  equipped  with  regular  tables  and  benches  and  the  full 
outfit  of  mess  gear.  His  working  day  is  divided  by  Navy  bugle  calls 
into  school,  drill,  guard  duty,  and  fatigue.  His  drill  is  conducted 
in  bad  weather  in  a  huge  hall  100  by  600  feet  with  an  unbroken  roof 
span,  one  such  hall  being  provided  for  each  5,000  men.  A  dock  is 
equipped  for  his  training  in  handling  small  boats,  with  davits  for 
raising  and  lowering  these  and  a  boathouse  for  their  storage.  Row- 
ing tanks  and  swimming  pools  are  provided  for  his  instruction  in 
oarsmanship  and  swimming,  and  even  his  athletic  amusements  are 
planned  to  develop  his  sense  of  teamwork,  as  it  has  been  found  that 
the  battleships  flying  the  efficiency  pennant  are  usually  the  ones  the 
members  of  whose  crews  furnish  the  winning  athletic  teams. 

His  evenings  are  spent  in  study  or  recreation,  and  the  Y.  M.  C.  A. 
and  K.  of  C,  as  well  as  hostess  houses,  give  him  a  variety  of  choice. 

After  a  period  of  training  whose  length  is  governed  somewhat 
by  the  demand  for  men  for  the  fleet,  he  is  withdrawn  into  an  out- 
going detention  or  isolation  camp,  under  the  same  conditions  as 
when  he  entered,  for  the  same  period  of  time,  so  that  any  possible 
disease  he  may  have  contracted  during  training,  in  spite  of  careful 
medical  supervision,  will  develop,  and  so  protect  the  crew  to  which 
he  will  be  assigned. 

To  house,  subsist,  and  instruct  even  5,000  recruits  a  large  number 
of  buildings  arc  required,  and  these  must  be  so  located  and  planned 
as  to  minimize  costs  and  time  in  both  communication  and  operation. 

The  barracks,  accommodating  from  54  to  140  men  each,  are  ar- 
ranged in  regimental  units,  each  witli  its  own  mess  hall,  galley,  dis- 
pensary, and  attendant  buildings. 

The  regimental  barracks  are  further  subdivided  into  brigade  units, 
each  with  its  proper  headquarters.  Schools,  drill  halls,  a  physical 
instruction  building,  and  swimming  pools  are  apportioned  to  5.000- 
man  units.  The  camp  as  a  whole  must  be  equipped  with  a  heating 
and'  power  plant,  storehouses,  fire  engine  houses,  telephone  service, 


WAR  ACTIVITIES   OF  BUREAU   OF   YARDS  AND  DOCKS.  45 

garbage  incinerator,  and  shops,  as  necessarily  as  a  city  requires  its 
public  utilities. 
These  buildings  are  grouped  in  the  following  main  divisions: 

1.  Administration  group. 

2.  Isolation  group. 

3.  Main  regimental  group. 

4.  Service  group. 

5.  Hospital  group. 

6.  Educational  and  recreational  group. 

The  administration  group  occupies  a  central  location,  and  com- 
prises the  buildings  or  building  for  office  administration  with  proper 
subdivisions  for  executive  and  general  offices.  Officers'  quarters, 
officers'  mess  and  kitchen  canteen,  warrant  officers'  quarters,  armory, 
wireless  station,  and  telephone  central  complete  the  group. 

The  isolation  group  has  been  briefly  described  above.  The  12- 
man  barracks  in  its  "  incoming "  and  "  outgoing "  halves  are  each 
completely  self-contained,  with  all  living  facilities  under  one  roof. 

The  main  regimental  group  is  composed  of  barracks,  latrines,  mess 
halls,  dispensaries,  scrub  decks  for  washing  clothes  and  hammocks, 
a  regimental  office  building  for  every  regiment,  brigade  headquarters 
for  every  brigade,  cooks'  barracks,  officers'  quarters,  chief  petty 
officers'  quarters,  and  a  regimental  quartermaster  building,  and  in 
this  group  lie  the  parade  ground,  athletic  ground,  fire  engihe  house, 
drill  halls,  and  physical  instruction  building. 

The  commissary  group  contains  the  storehouses,  refrigerator  plant, 
bakery,  and  general  store  building  for  supplies,  clothing,  and  camp 
equipment. 

The  service  group  contains  the  buildings  for  garage,  blacksmith 
shop,  carpenter  shop,  electrical  shop,  paint  shops,  central  heating 
and  power  plant,  coal  handling  apparatus,  garbage  incinerator,  and 
other  necessar}^  services;  water  plants,  water  supply  filtration, 
sewage  disposal,  service  roads  of  concrete,  walks,  of  either  cement  or 
wood,  and  the  lighting  of  grounds  and  flood  lighting  of  the  boundary 
fencing  also  fall  under  this  group. 

The  educational  and  recreation  group  contains  buildings  especially 
equipped  for  the  various  purposes.  In  it  may  be  found  a  general 
school,  commissary  school,  rigging  school,  carpenter  school,  yeoman 
school,  electrical  school,  music  school,  swimming  school,  radio  school, 
and  officers'  school. 

The  recreation  buildings,  if  any,  are  equipped  for  moving  pic- 
tures or  entertainments,  although  the  Y.  M.  C.  A.  and  K.  of  C. 
usually  have  their  own  recreation  buildings  and  comforts. 

The  buildings  are  constructed  of  wood,  erected  on  wood  or  con- 
crete posts,  except  those  in  which  concrete  floors  are  required.  The 
sills,  floors,  and  beams  are  of  wood,  the  floors  double-laid  with  water- 


46  WAR  ACTIVITIES   OF   BUREAU    OF    YARDS   AND  DOCKS. 

proof  paper  between  courses.  The  Avails  are  sheathed  inside  with 
matched  or  composition  board.  The  outside  walls  are  sheathed, 
except  in  the  southern  climate.  A  layer  of  tarred  paper  is  used  for 
this  purpose,  and  the  sides  are  covered  with  drop  siding  of  vertical 
boards  and  battens.  The  roofs  are  sheathed  solid  and  are  usually 
covered  with  ground  slag  or  ready  roofing. 

Every  possible  comfort  is  afforded  that  good  discipline  permits, 
and  every  known  medical  precaution  protects  the  health  of  the 
personnel. 

THE  CAMPS  AND  STATIONS. 

This  brief  description  of  the  general  facilities  required  in  a  train- 
ing camp  gives  slight  conception  of  the  magnitude  of  a  camp  project 
in  its  entirety,  nor  does  it  suggest  the  variations  of  the  general 
scheme  required  for  the  several  classes  of  training  at  different 
locations. 

The  Bureau  of  Navigation,  in  governing  the  training  operation, 
assigned  to  each  camp  certain  schools  of  special  instruction.  These 
schools,  of  course,  required  special  facilities  in  addition  to  the  ordi- 
nary requirements  of  general  training.  While  some  of  these  schools 
were  housed  in  existing  structures,  necessitating  in  such  cases  no  actual 
building  construction,  the  equipment  and  necessary  improvements 
were  provided  by  the  Bureau  of  Yards  and  Docks  in  all  instances. 

Building  construction  was  carried  on  at  the  various  locations  indi- 
cated below,  and  in  the  following  brief  on  each  of  these  places 
no  detail  has  been  attempted.  The  intention  is  merely  to  emphasize 
the  almost  simultaneous  growth  of  the  several  stations,  since  it 
would  be  impossible  within  the  compass  allowed  to  go  into  the  varia- 
tions of  design  and  equipment  for  improvement  of  all  places  of 
training  and  instruction  provided  for  the  Navy  during  the 
emergency. 

FIRST  NAVAL  DISTRICT. 

Receiving  ship,  Boston,  Mass.  {Commonwealth  Pier.) — On  April 
19,  1917,  the  receiving  ship  personnel  were  transferred  from  the 
navy  yard,  Boston,  to  the  Commonwealth  Pier,  South  Boston.  Cer- 
tain parts  of  this  immense  inclosed  structure,  belonging  to  the  State 
of  Massachusetts,  were  leased  by  the  Navy ;  and  with  the  installation 
of  a  heating  system  and  toilet  facilities,  together  with  the  proper 
equipment,  comfortable  accommodations  were  soon  provided  for 
housing  and  messing  2,500  men. 

Training  Camp,  BumJdn  Island. — Earlj'^  in  May,  1917,  Bumkin 
Island,  in  Boston  Harbor,  was  leased  from  its  owner,  Mr.  A.  C.  Bur- 
rage,  a  Boston  philanthropist  who  had  erected  on  the  island  a  large 
building  for  use  during  the  summer  as  a  children's  hospital.     On 


WAR  ACTIVITIES   OF   BUREAU   OF    YARDS  AND  DOCKS.  47 

May  28,  a  few  officers  and  men  arrived  at  the  island  and,  using  the 
hospital  as  quarters,  began  preparing  a  training  camp.  Barracks 
were  occupied  as  fast  as  built,  the  arriving  recruits  dividing  their 
time  between  general  training  and  constructing  barracks  for  more 
men.  During  July  contracts  were  awarded  for  additional  barracks, 
drill  and  mess  halls,  together  with  heating,  lighting,  water,  and  fuel 
systems.  By  November  a  model  camp  for  1,000  men  was  complete, 
utilizing  the  hospital  building  for  administration,  hospital,  and 
officers'  quarters. 

Realizing  the  possibility  of  overcrowing  and  the-  resulting  detri- 
ment to  the  health  of  men  housed  at  all  stations,  the  Bureau  of  Medi- 
cine and  Surgery  early  in  1918  prescribed  certain  minimum  allow- 
ances for  sleeping  quarters.  These  specifications  required  that  a 
minimum  of  50  square  feet  of  floor  space  and  450  cubic  feet  of  air 
space  be  provided  for  each  man,  with  the  further  requirement  that 
5  feet  be  maintained  from  head  to  head  of  men  sleeping.  The  situa- 
tion often  prevented  immediate  observance  of  these  provisions.  In 
the  present  case,  however,  every  effort  was  made  to  meet  them,  and 
in  July,  1918,  a  contract  was  awarded  which  supplied  housing 
designed  to  accommodate  1.100  additional  men  on  the  basis  of  the 
prescription.  This  work  was  completed  in  the  latter  part  of  the 
year,  and  with  the  quarters  already  in  use  a  total  capacity  of  1,750 
men  was  provided. 

Training  Cainp^  Hingham. — Available  ground  at  the  naval  maga- 
zine, Hingham,  Mass.,  was  authorized  as  a  site  of  a  camp  in  April, 
1917,  and  a  contractor  then  constructing  buildings  at  the  magazine 
was  instructed  to  build  certain  temporary  structures  for  camp  use. 
Additional  barracks,  together  with  heating  and  other  appurtenances, 
were  contracted  for  in  September,  which  when  completed,  in  October, 
1917,  provided  a  camp  for  approximately  600  men.  Fire-protection 
system,  dispensaries,  water  supply,  and  a  1,100-man  extension  to  the 
camp  were  completed  under  contract  by  October  17,  1918. 

It  is  interesting  to  note  that  Hingham  was  originally  planned  to 
serve  as  a  quarantine  camp  in  case  of  an  outbreak  of  contagious 
diseases  on  Commonwealth  Pier,  the  capacity  of  Bumkin  Island 
having  become  inadequate.  When  the  first  part  of  the  camp  was 
completed,  in  the  fall  of  1917,  recruits  destined  for  general  training 
^vere  sent  to  Hingham  for  outfitting  and  a  three-weeks  period  of 
detention  and  preliminary  training,  and  were  then  transferred  else- 
Avhere  to  complete  their  course  or  assigned  to  special  training,  this 
being  a  point  of  selection  for  special  instruction  schools.  When  the 
condition  arose  which  the  Hingham  camp  had  originally  been  de- 
signed to  meet  (influenza  epidemic  of  August,  1918)  it  was' not  avail- 
able, being  fully  occupied  for  indispensable  training;  purposes.  The 
37022—21 4 


48  WAR   ACTIVITIES   OF   BUREAU    t)F    YARDS   AND  DOCKS. 

situation  was  met,  however,  by  the  establishment  of  tent  camps  on 
the  State  muster  grounds  at  Framingham,  Mass. 

Harvard  Radio  School,  Canihridge,  Mass. — In  mid  April,  1917. 
through  the  courtesy  of  Harvard  University,  a  school  was  estab- 
lished in  the  Crufts  Laboratory  to  meet  the  demand  for  men  trained 
in  radio  work.  The  men  were  messed  by  the  university  at  a  cost  of 
$5  each  per  week,  and  Avere  housed  in  a  college  dormitory  at  $3.25 
per  week,  paying  their  expenses  from  their  subsistence  allowance  of 
$1.25  per  day.  It  was  not  long  before  the  school  had  reached  its 
total  possible  capacity  of  500  men,  and  expansion  was  provided  by  a 
further  arrangement  with  Harvard  College  for  an  additional  500 
men.  This,  however,  did  not  suffice,  and  it  became  necessary  to 
construct  barracks  and  instruction  buildings  on  land  in  the  vicinity. 
The  mayor  of  Cambridge  was  requested  to  offer  the  Navy  the  use 
of  Cambridge  Commons.  This  he  did,  and  after  some  local  oppo- 
sition had  been  overcome,  ground  was  broken  on  June  6  for  the 
erection  of  barracks  for  1,800  men.  The  work  Avas  completed  in  43 
working-daj'S,  and  provided  complete  facilities  for  quartering  and 
instruction,  the  messing  being  continued  under  an  arrangement  with 
the  university.  Perhaps  one  of  the  items  of  greatest  interest  in  the 
design  of  this  camp  was  the  objection  of  local  authorities  to  defacing 
their  park  by  cutting  down  trees,  and  the  obvious  difficulty  was  ex- 
perienced of  designing  buildings  and  locating  them  so  as  to  avoid 
the  planting.  As  the  work  was  finally  accomplished,  only  three  trees 
were  removed,  with  the  result  that  this  camp  presented,  no  doubt, 
the  best  appearance  of  any  built  during  the  war  period.  The  build- 
ings, painted  a  loAv-visibility  green  amid  the  heavy  foilage,  presented 
an  appearance  of  long  existence  rather  than  temporary  expediency. 

Fuel-oil  school,  Quincy,  Mass. — Contracts  for  a  large  number  of 
destroyers  had  been  awarded  to  the  Bethlehem  Shipbuilding  Corpo- 
ration at  this  point,  and  in  order  that  trained  firemen,  at  least  fa- 
miliar with  the  vessels  to  which  they  were  to  be  detailed,  might  be 
available  upon  completion  of  a  ship,  a  fuel-oil  school  was  established 
at  this  site.  The  school  was  operated  for  a  while  in  plant  buildings, 
but  increasing  numbers  which  were  required  led  to  the  authoriza- 
tion in  June,  1918,  of  the  construction  of  a  barracks  and  instruction 
building  for  100  students. 

Prison  cam/p,  Portsmouth. — With  the  expansion  of  the  Navy  it  is 
only  natural  there  should  be  a  proportionate  increase  in  prison  fa- 
cilities. However,  only  one  important  addition  to  shore  prisons  was 
made  during  the  war,  and  that  at  the  site  of  the  naval  prison  in 
the  navy  yard,  Portsmouth,  N.  H.  On  December  15, 1917,  the  Bureau 
of  Yards  and  Docks  wrote  Portsmouth  that  at  a  conference  between 
the  Secretary  of  the  Navy,  the  Judge  Advocate  General,  and  a  repre- 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS.  49 

sentative  of  the  bureau  it  had  been  decided  to  make  immediate  addi- 
tional provision  for  prisoners  by  the  erection  of  temporary  buildings. 

It  contemplated  immediate  construction  for  300  prisoners ;  ultimate 
expansion  to  a  capacity  of  1,000.  In  the  yard's  reply  facts  were 
brought  out  which  indicated  that  the  immediate  need  was  greater 
than  that  contemplated,  and  acting  upon  these  recommendations  and 
the  authority  of  the  Secretary,  the  bureau  prepared  plans  for  the 
award  of  a  contract  on  December  29,  1917.  This  contract  provided 
for  the  construction  of  barracks,  a  mess  hall,  and  other  facilities  for 
housing  500  prisoners.  Almost  before  the  work  was  begun  the 
necessity  for  further  expansion  was  realized,  and  facilities  increas- 
ing the  total  to  840  men  were  added  to  the  contract.  This  work  was 
completed  April  13,  1918,  and  still  greater  enlargement  was  con- 
tracted for  in  August,  1918,  which,  when  completed  in  December, 
1918,  increased  the  capacity  of  the  temporary  prison  to  1,384  men. 

MaHne  hm^racks  for  prison  guard^  Portsmouth^  N.  H. — This  proj- 
ect is  dealt  with  in  the  chapter  on  Marine  Corps  construction. 

SECOND  NAVAL  DISTRICT. 

Training  Station,  Nexofort,  R.  I.  {Coaster'' s  Harhor  Island). — As 
previousl}^  mentioned,  the  Newport  Training  Station  is  the  oldest  of 
the  permanent  training  establishments,  and  at  the  declaration  of 
war  was  capable  of  handling  2,000  men.  The  buildings  were  of  a 
permanent  type  but  few  in  number  and  were  not  adapted  to  the  ac- 
commodation of  any  considerable  increase  in  complement.  The 
War  College  building  is  located  on  this  island,  and  with  the  closing 
of  the  college  this  building  was  occupied  as  camp  administration  and 
district  headquarters.  Tents,  cots,  and  other  necessary  materiel  were 
purchased  to  care  for  the  surplus  influx  of  men  to  be  trained  here, 
the  population  of  the  island  being  reported  as  6,000  on  May  10,  and 
10,000  on  July  10,  1917. 

In  the  meantime  every  effort  was  being  put  forth  to  replace  tents 
with  suitable  habitation,  temporary  barracks  being  constructed  on 
nearly  all  available  spaces,  and  by  fall  the  winter  quarters  had  been 
increased  to  house  a  total  of  8,000  men.  The  heating  system  for 
this  camp  presented  an  interesting  problem,  the  desirability  of 
constructing  several  temporary  units  or  one  central  power  plant 
of  a  more  permanent  type  being  debated, 

In  this  connection  a  few  words  from  Capt.  Bennett's  history  of 
the  training  division,  Bureau  of  Navigation,  are  found  of  interest : 

The  heating  problem  at  the  Newport  Training  Station  was  deemed  suffi- 
ciently important  and  peculiar  to  warrant  building  a  complete  and  permanent 
new  central  power  plant,  rather  than  pi'ovide  a  number  of  smaller  isolated  units 


50  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AKD   DOCKS. 


Temporary  barracks  uud  pLrMiaiiont.  cim.strucliou,  Aaval  Training  Station,  Newport,  II.  I. 


T"'iri[irir:i  ry    li;i  rr.-i.  1.-.     \  ,,      ,1      I  i 


WAK    ACTIVITIES   OF   BUREAU   OF   YAKDS   AND  DOCKS.  51 

as  was  (lone  at  (ii'cat  Lakes  and  in  most  oilier  stations  and  camps.  Conditions 
surrounding  the  execution  of  this  contract  were  sucli  that,  despite  early  letting, 
it  was  not  completed  in  time  to  take  over  the  whole  load  of  the  station  during 
the  winter  of  1917-lS,  thus  causing  the  conmuuiding  officer  many  serious  hours 
(luring  that  trying  winter.  With  its  assistance,  in  its  partially  finished  state, 
the  living  quarters  of  officers  and  men  were,  however,  kept  heated  and  lighted. 
It  may  not  be  inappropriate  to  remark,  for  the  benefit  of  those  charged  with 
similar  responsibility  in  the  future,  that  for  quick  ""nd  certain  results  tempo- 
rary construction  would  seem  to  present  certain  advantages,  even  though  the 
need  for  additions  of  a  permanent  nature  be  fully  recognized  and  allowed  to 
proceed  simultaneously. 

In  meeting  a  heating  problem  such  as  the  above,  one  must  keep 
in  mind  the  necessity  for  economical  operation.  The  difficulties  pre- 
sented by  supervision  as  well  as  those  of  transporting  fuel,  supplies, 
and  debris  must  always  be  weighed  against  the  economy  of  cen- 
tralization, the  housing  of  the  plant  being  only  a  minor  factor. 

Coddington  Pointy  Neioyort^  R.  I. — Further  expansion  of  the  camp 
on  Coaster's  Harbor  Island,  although  recommended  by  the  com- 
manding officer,  was  not  considered  advisable  by  the  Bureau  of 
Navigation.  It  did,  howcA^er,  advocate  the  purchase  of  a  tract  of 
land  to  the  northeast  of  the  island  on  the  mainland,  the  only  separa- 
tion being  a  narrow  arm  of  the  bay  navigable  only  by  the  smallest 
craft.    This  tract  is  known  as  Coddington  Point. 

On  April  17,  1918,  the  mayor  of  Newport  wired  the  Secretary  of 
the  Navy  offering  this  land  to  the  Government  for  $100,000,  the 
city  having  procured  an  option  at  $150,000,  and  being  willing  to 
pay  the  difference.  Eventually  Congress  appropriated  the  necessary 
funds,  and  this  1G1.4  acres  was  made  available  for  another  camp  as 
an  adjunct  of  the  training  station,  Newport. 

Just  at  this  juncture  the  Ignited  States  Ship])ing  Board  called 
upon  the  Navy  to  ]je  prepared  to  furnish  200,000  trained  men  for 
their  ships  listed  for  delivery  ])rior  to  January  1,  1020,  and  the 
Bureau  of  Navigation  then  felt  that  the  time  had  arriA'ed  to  provide 
a  large  increase  at  Newport.  A  camp  for  15,000  men,  with  necessarjr 
additional  auxiliary  buildings,  incoming  and  outgoing  detention 
groups,  and  a  ship's  company  unit  Avas  contemplated.  Bids  for  this 
work  were  opened  on  August  2G,  1918,  and  the  contract  was  awarded 
within  a  day  or  t^vo  thereafter. 

The  construction  of  this  camp  with  all  facilities  for  heat,  light, 
and  poAver,  together  with  roads,  Avalks,  sewer  and  water  systems, 
fences,  street  lighting,  fire-pressure  mains,  sewage-disposal  plant, 
piers,  and  coal-handling  devices  Avas  pursued  rapidly.  When,  how- 
eA^er,  the  signing  of  the  armistice  caused  sudden  and  radical  changes 
in  all  plans  contingent  on  the  prosecution  of  the  Avar,  the  develop- 
ment of  Coddington  Point  Avas  at  once  arrested.  The  capacity  of  the 
camp  as  completed  Avas  only  8,000  men. 


52  WAR   ACTIVITIES    OF   BUREAU    OF   YARDS   AND   DOCKS. 

Delay  incident  to  the  curtailment  of  contracts  for  this  work,  as 
well  as  the  passin^:  of  the  emergency,  hindered  the  completion  of 
even  this  reduced  portion  until  early  in  1920.  (See  note  at  end  of 
chapter  on  the  latter  i)hases  of  this  project.) 

Cloyne  Fields  Newport^  li.  I . — Reports  from  the  second  naval 
district  during  April.  1917,  indicate  particularly  energetic  enroll- 
ment of  recruits.  In  fact,  it  is  said  that  in  mid  April  the  training 
station  had  been  filled  with  regulars,  and  soon  thereafter  all  the 
accommodations  of  the  shore  establisliment  and  on  the  few  small 
vessels  of  the  district  had  been  filled.  Men  were  quartered  in  the 
Y.  M.  C.  A.,  a  church  building,  and  elsewhere,  and  new  men  con- 
tinued to  arrive  at  the  rate  of  75  per  day.  Newport  could  offer  very 
little  in  the  way  of  accommodations,  and  attempts  to  lease  additional 
facilities  were  for  a  time  unavailing. 

About  May  1,  however,  the  commandant  obtained  a  lease  on  the 
athletic  field  belonging  to  the  Cloyne  School  of  Newport.  The 
construction  of  a  camp  was  begun  promptly,  and  within,  four  weeks 
600  men  moved  into  the  l)arracks  completed.  Others  followed  as 
completion  progressed.  The  original  capacity  contemplated  was 
1,000  men,  but  before  this  figure- was  reached  a  second  1,000-man 
unit  was  authorized  and  added.  In  compliance  with  the  require- 
ments of  the  Bureau  of  Medicine  and  Surgery,  previously  explained, 
the  capacity  of  this  cnmp  was  afterwards  officially  designated  as' 
1,600  men. 

Suhmarine  Base,  New  London,  Conn. — While  training  was  actually 
carried  on  and  barracks  for  housing  the  men  were  constructed  at  New 
Ix)ndon,  the  activities  were  properly  those  of  a  submarine  base  and 
are  alluded  to  in  the  chapter  so  designated. 

THIRD  X.VVAL  DISTRICT'. 

At  the  beginning  of  hostilities  there  were  a  number  of  battle- 
ships and  several  other  men-of-war  in  a  reserve  status  at  the  navy  I 
yard,  New  York,  and  several  auxiliary  vessels  were  sent  to  this 
yard  to  be  fitted  out.     These,  together  with  ex-German  'merchant 
ships  later  sent  to  the  yard  to  be  fitted  as  troop  ships  or  cargo  trans- 1 
ports,  were  utilized  for  housing  recruits  and  members  of  the  Naval  > 
Reserve  mobilized   at   this   point.     There   were   only   three   places! 
ashore  available  for  liousing  and  instruction,  with  a  total  capacity  of] 
approximately  1,500  men.     These  quarters  were  immediately  occu-j 
pied.    They  comprised  the  U.  S.  S.  Granite  State,  moored  at  a  pier  ii 
the  Hudson  River  at  the  foot  of  Ninety-sixth  Street,  accommodating! 
about  400  men,  and  assigned  to  the  Naval  Militia;  the  Naval  Militia] 
Armory  at  Fifty-ninth  Street,  Brooklyn,  locally  known  as  the  "  Fed- 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AXD   DOCKS.  55 

eral  rendezvous,*'  providing  for  600  men ;  and  the  naval  Y.  M.  C.  A., 
near  the  yard,  where  about  500  men  could  be  housed  and  subsisted. 
These  did  not  begin  to  meet  the  demands  for  quarters,  and  a  tent 
camp  for  1,000  men  was  established  at  Tarry  town,  N.  Y.,  but  was 
abandoned  in  the  early  winter  of  1917.  Another  summer  camp  was 
established  at  Summerville,  X.  Y.,  for  about  600  men.  However, 
the  need  for  further  expansion  was  soon  paramount,  and,  upon  the 
authority  of  the  department,  what  was  afterwards  Iniown  as  Base 
Six,  in  reality  a  hotel  at  Bensonhurst.  Long  Island,  was  leased,  there- 
by releasing  the  three  locations  previously  mentioned  for  special 
school  purposes. 

Bensonhurst  was  soon  known  as  a  training  camp  of  the  third 
district,  and  continued  operating  as  such  until  the  occupanc}'  of 
Pelham,  when  general  training  was  discontinued  and  only  special 
classes  of  instruction  were  maintained.  Its  normal  capacity  was  only 
1,200  men,  and  this  was  far  exceeded  in  the  summer  of  1917. 

On  August  4,  1917,  the  director  of  training  (Bureau  of  Naviga- 
tion) reported  in  part  as  follows: 

The  lack  of  competent  instructors  to  take  charge  of  outlying  section  bases 
and  carry  on  the  instruction,  and  also  the  impossibility  of  securing  the  neces- 
sary equipment  for  these  small  detached  groups,  have  rendered  a  definite  ad- 
herence to  any  prescribed  routing  of  instructions  absolutely  impossible. 

This  and  similar  communications  and  reports  of  inspection  em- 
phasized the  need  of  centralizing  the  training  activities  in  the  dis- 
trict, with  the  result  that  the  following  camps  were  constructed : 

Pelham  Bay  Park^  N.  Y. — About  June  15,  1917,  it  was  estimated 
that  a  minimum  of  7.215  men  would  be  required  for  duty  afloat  in 
district  vessels.  This  took  no  account  of  the  district  shore  personnel, 
nor  of  the  men  who  might  have  to  be  trained  in  this  district  for  gen- 
eral service.  From  every  point  of  view  it  was  evident  that  increased 
training  facilities  had  to  be  provided  at  once,  and  subsequent  to  a 
conference  between  the  Chief  of  the  Bureau  of  Navigation  and  the 
district  commandant,  together  with  an  inspection  of  sites  under  con- 
sideration, the  Bureau  of  Navigation  requested  on  June  25,  1917,  that 
the  Bureau  of  Yards  and  Docks  proceed  with  the  erection  of  a  train- 
ing camp  for  5.000  men  at  Pelham  Bay  Park,  N.  Y.  Plans  and 
specifications  were  prepared  and  consent  of  the  owners  of  the  prop- 
erty (the  city  of  New  York)  Avas  secured.  A  contract  was  awarded, 
and  actual  construction  began  about  the  1st  of  August.  The  con- 
struction had  advanced  sufficiently  by  the  first  week  in  October  to 
permit  training  of  a  limited  number ;  the  formal  commission  followed 
on  November  7,  with  facilities  available  for  a  full  complement  of 
5.000  men. 


56  WAR   ACTIVITIES   OF   BUEEAU    OF   YARDS   AXD  DOCKS. 

During  September  it  became  apparent  that  there  would  be  need 
for  eventual  expansion  of  the  camp,  when  the  Bureau  of  Yards  and 
Docks  received  the  following  letter : 

Navy  Department,  Bureau  of  Navigation, 

Washington,  D.  C,  January  2Jf,  1918. 

To :  Bureau  of  Yards  and  Docks. 

Subject:  Pelliam  Bay  barracks,  increased  facilities. 

1.  It  has  been  definitely  decided  that  the  Navy  will  be  required  to  man  all 
ships  chartered  by  the  Army  as  troop,  animal,  or  cargo  transports. 

2.  Demands  for  manning  large  numbers  of  each  type  of  vessels  have  been 
received  with  practically  no  warning,  and  are  taxing  the  Navy's  facilities  for 
supplying  trained  men.  It  is  evident  that  further  demands  may  confidently  be 
expected,  also  with  little  or  no  warning,  and  it  is  now  beyond  question  that  a 
very  considerable  increase  in  facilities  for  training  the  crews  is  an  immediate 
and  urgent  need. 

3.  Some  75  per  cent  of  the  transport  vessels  are  expected  to  fit  out  in  New 
York.  Owing  to  the  suddenness  of  the  demands  to  take  over  the  vessels,  the 
training  and  depot  facilities  must  be  at  that  place  if  the  Navy  is  to  respond 
efficiently  to  these  demands. 

4.  The  cheapest  method  of  meetin^f  these  demands  will  be  to  expand  on 
existing  station,  as  some  of  the  existing  facilities  will  not  need  to  be  duplicated. 
Operating  overhead  charges  will  also  be  much  less  if  an  existing  station  is 
expanded  in  lieu  of  starting  an  additional  one. 

5.  It  is  requested  that  the  Bureau  of  Yards  and  Docks  at  once  undertake  to 
secure  from  the  authorities  of  New  York  City  nominal  lease  of  additional 
land  at  Pelham  Bay  Park,  contiguous  to  the  land  now  occupied  by  the  naval 
training  camp,  and  provide  training  facilities  for  10,000  additional  men ;  it  is 
desired  that  about  20  per  cent  of  these  facilities  constitute  an  isolation  unit. 

L.  C.  Palmer. 
Approved : 

JosEPHus  Daniels, 

Secretary  of  the  Navy. 

The  consent  of  the  city  authorities  was  not  received  until  the  last 
of  February,  1918,  and  the  construction  of  the  camp  on  a  day-labor 
basis  was  begun  under  the  supervision  of  an  officer  of  the  Corps  of 
Civil  Engineers.  Completion  on  August  1  was  contemplated,  but 
as  a  matter  of  fact  the  incoming  detention  for  2,000  men  was  com- 
pleted on  June  1,  and  began  the  training  of  recruits  immediately. 
The  main  camp  for  8,000  men  was  ready  for  occupany  on  July  1, 
1918,  and  thus,  with  the  hospital  facilities  which  were  finished  a 
little  later,  the  total  capacity  of  15,500  was  res^'hed. 

Particulars  of  the  execution  of  the  Pelham  extension  are  here  in- 
serted from  the  personal  account  of  the  officer  in  charge.  Commander 
E.  C.  Brown  (C.  E.  C),  U.  S.  N.  K.  F.  (inactive) : 

It  was  perfectly  apparent  from  the  outset  that  the  prosecution  of  this  job 
at  the  rate  required  would  only  be  hampered  by  the  intervention  of  a  con- 
tractor. Authority  to  hire  labor  without  reference  to  civil  service  laws  was 
obtained  from  the  President,  and  authority  to  purchase  in  advance  of  requisition 
was  obtained  from  the  Bureau  of  Supplies  and  Accounts. 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  57 

Offices  were  opened  at  101  Park  Avenue.  New  York  City,  on  the  21st  of 
February,  with  no  organization.  On  tlie  1st  of  March  purchasing,  traffic,  ac- 
counting, estimating,  drafting,  engineering,  and  other  departments  were  com- 
pletely organized,  as  well  as  the  entire  field  force,  which  was  under  the 
supervision  of  INIr.  W.  S.  Faddis,  who  consented  to  act  as  general  superintend- 
ent in  the  field,  with  the  consent  of  his  company. 

Besides  proper  organization,  some  other  innovations  were  introduced  in  the 
building  of  this  camp,  aiding  materially  in  reducing  its  costs  and  expediting  its 
completion.  Two  sawmills  containing  20  saws  of  various  types  each  were 
erected,  and  all  material  for  the  entire  job  was  scheduled  and  cut  in  these 
mills.  No  other  saw  was  allowed  to  be  used  on  the  work  until  boarding 
commenced.  Each  gang  did  its  own  work  in  rotation.  The  first  gang  dug  the 
postholes  and  put  in  the  concrete  bottom  ;  the  second  gang  placed  foundation 
posts,  sills,  and  floor  beams;  a  third  gang  erected  the  stud  walls  and  roof 
rafters ;  the  next  gang  did  the  boarding  and  put  in  the  window  frames. 

Ground  for  the  isolation  camp  was  broken  on  March  15,  and  88  buildings 
were  completely  framed  on  March  29,  after  a  total  of  88  working  hours.  It 
is  interesting  to  note  that  although  this  camp  was  built  in  less  time  than  any 
other  of  the  same  size,  there  was  no  overtime.  The  isolation  camp  was  oc- 
cupied on  June  1,  and  the  entire  camp  July  1.  The  formal  flag  raising  took 
place  July  4,  when  the  Secretary  of  the  Navy  made  the  dedicatory  address.  The 
hosp'tal  was  completed  on  the  1st  of  Augu.st. 

It  is  interesting  to  note  that  in  all  of  this  work  only  two  items  were  sublet : 
(1)  A  radial  brick  chimney,  and  (2)  a  small  amount  of  pile  driving.  All 
other  work,  including  lighting,  heating,  and  plumbing,  was  done  by  the  or- 
ganization of  the  officer  in  charge.  The  heating  work  was  most  successful  on 
account  of  the  excellent  des'gn  of  Mr.  Henry  C.  Meyer,  jr.,  a  consulting 
mechanical  engineer  of  New  York  City.  Many  innovations  were  introduced  in 
the  electrical  work,  such  as  the  assembling  and  reeling  of  distribution  wires 
in  tbe  shop.  When  a  building  was  to  be  wired,  after  the  collar  beams  were 
in.  this  reel  would  be  dragged  over  the  top  of  the  collar  beams,  all  of  the 
laterals  falling  into  their  proper  places.  In  this  way  one  electrician  and  one 
helper  completely  wired  the  building  in  one  hour.  The  excellent  installation 
resultmg  proved  later  by  actual  test  to  give  twice  the  light  with  one-half  the 
wattage  used  in  some  regular  electric  layouts  in  other  camps.  Cre'dit  for  the 
success  of  this  part  of  the  work  should  be  given  to  Mr.  Bassett  Jones,  a  con- 
sulting electrical  engineer  of  New  York. 

The  most  interesting  thing  about  this  proposition,  which  was  the  only  large 
camp  built  without  a  contract,  is  that  it  was  possible  to  get  the  best  talent  to 
step  into  the  various  branches  of  the  organization.  Due  credit  must  be  given 
to  the  following  men,  in  addition  to  those  above  mentioned  : 

:Mr.  George  H.  Creasy,  who  gave  up  a  large  private  business  to  act  as  plumbing 
superintendent ;  IMr.  Albin  Gustafson,  who  gave  up  his  private  business  to  act 
as  electrical  superintendent ;  Mr.  K.  G.  Smith,  a  civil  engineer,  who  gave  up  his 
I'l'ivate  work  to  act  as  office  manager. 

The  cost  of  the  Pelham  operation  done  directly  without  contractors  was  18 
cents  a  cubic  foot,  including  concrete  roads,  heating,  lighting,  plumbing,  sewage 
disposal,  pier.s,  coal-conveying  apparatus,  power  house,  and  everything  complete. 

A  system  of  ventilation  was  used  throughout  in  the  design  of  Pelham,  in 
which,  by  boxing  two  of  the  floor  beams,  air  was  carried  in  from  the  outside 
under  the  radiators  placed  centrally,  and  out  through  holes  in  the  ceiling 
through  suction-draft  ventilators.  On  actual  test  the  air  in  each  building,  with 
all  windows  and  doors  closed  was  completely  changed  sis  times  in  an  hour. 


58  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AXD  DOCKS. 

Twenty  million  board  feet  of  lumber,  mostly  spruce,  was  landed  on  the  job  in 
eight  weeks.  None  of  the  lumber  ordered  through  governmental  agencies  ar- 
rived until  six  weeks  afterwards,  when  the  camp  was  practically  completed. 

City  Parh^  Brooklyn.,  N.  Y. — As  previously  stated,  men  mobilized 
at  New  York  were  being  quartered  in  various  vessels.  Needless  to 
say,  such  accommodations  were  but  a  poor  makeshift.  Repairs  and 
alterations,  which  were  going  on  daj^  and  night  in  the  fitting  of  the 
vessels  for  service,  made  living  conditions  aboard  about  as  bad  as 
could  be,  to  say  nothing  of  the  interference  which  the  presence  of 
this  personnel  no  doubt  offered  in  the  prosecution  of  such  repairs. 

Late  in  June  the  commandant  reported  having  secured  from  the 
city  authorities  the  free  use  of  a  small  public  park  just  outside  the 
navy-yard  wall.  The  Bureau  of  Yards  and  Docks  was  requested  to 
undertake  the  construction  of  a  receiving-ship  barracks  of  a  capacity 
as  great  as  this  plot  of  land  would  allow. 

In  spite  of  the  somewhat  indefinite  nomenclature  which  the  pres- 
sure of  war  imposed  on  the  training  establishments,  it  is  well  at 
this  point  to  set  forth  clearly  the  central  intention  of  a  receiving- 
ship  camp.  Such  camps  were  situated  near  or  at  ports  and  bases, 
and  replaced  the  actual  receiving  ships  as  the  latter  were  outgrown 
c*i  pressed  into  service.  Primarily,  then,  these  camps  were  reservoirs 
or  clearing  houses  for  already  trained  personnel  awaiting  assignment 
to  vessels,  and  the  training  features  were  made  secondary  to  urgently 
required  barrack  and  messing  facilities.  Such  a  notion  is  to  be  con- 
veyed in  general  whenever  the  term  "  receiving-ship  camp  "  is  used. 

The  third  naval  district,  with  New  York  as  its  headquarters,  was 
naturally  swarming  with  the  new  nav^al  personnel  before  the  war 
had  been  many  weeks  in  progress.  Mobilized  from  all  sources,  fed 
in  through  the  training-camp  and  naval  militia  systems,  they  were 
passing  through  in  a  swelling  stream  to  their  manifold  war  assign- 
ments— particularly  in  the  opening  period  as  armed  guards  for 
merchant  vessels. 

Hence  the  insistent  demand  for  receiving-ship  quarters  ashore,  and 
the  City  Park  camp  met  a  most  vital  need  as  a  clearing  station  for 
the  armed  guard. 

Particulars  of  the  remarkable  progress  made  in  the  construction 
of  this  camp  for  3,000  men  are  herewith  abstracted  from  the  persona] 
account  of  the  officer  in  charge  of  construction,  Commander  E.  C. 
Brown,  who  also  conducted  the  Pelham  Park  extension  operation 
above  noted: 

The  tentative  plot  plan  layout  was  verbally  approved  by  the  Chief  of  the 
P.ureau  of  Yards  and  Docks  on  June  28,  1917.  The  working  plans  were  started 
June  29,  and  including  lighting,  heating,  and  plumbing,  were  completed  live 
days  later,  July  3,  and  submitted  to  the  bureau  for  approval  July  4.  Ground; 
was  l)roken  on  July  ;"  and  work  started  on  July  G  by  the  general  contractors. 


WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS  AXD   DOCKS,  59 

The  original  plans  were  carried  out  with  the  exception  of  the  mess  hall, 
which  was  changed  to  the  stand-up  cafeteria  system  upon  advice  being  received 
that  more  than  the  3,000  men  who  were  to  be  housed  in  the  park  camp  would 
have  to  be  messed  there.  The  installation  provided  has  operated  with  eminent 
success.  It  necessitated  enlarging  the  messing  facilities  somewhat  and  caused 
some  delay  in  the  starting  of  this  building,  but  the  building  was  completed  with 
the  rest  of  the  camp.  The  construction  work  was  practically  completed  on 
August  4,  and  from  that  date  until  August  IS  all  equipment  was  installed.  All  of 
this  equipment  was  purchased  through  the  public  works  officer  with  the  excep- 
tion of  the  mess  gear. 

On  August  10,  the  date  originally  promised  by  the  public  works  officer,  the 
men  moved  into  the  camp — the  first  meal  served  being  breakfast,  August  11, 
at  which  time  6,800  men  were  served  in  45  minutes.  Housing  facilities  were 
provided  for  3,000  enlisted  men,  and  approximately  20,000  meals  per  day  were 
served.  The  average  time  required  to  serve  one  meal  for  6,300  men  on  the  con- 
tinuous system  was  about  one  hour. 

The  cost  of  the  camp  was  slightly  under  $400,000,  including  double-deck  pipe 
rail  bunks,  bunk  bottoms,  concrete  roads  and  walks,  lighting,  heating,  plumbing, 
refrigerators,  ranges,  kettles,  bake  ovens,  tables,  furniture,  and  all  equipment 
with  the  exception  of  mess  gear.  On  the  basis  of  3,000  men  housed  and  6,000 
men  subsisted,  the  camp  represents  an  average  from  a  cost  standpoint  of  4,000 
men,  making  tbe  individual  price  of  the  camp,  complete,  $100  per  man.  This 
price  includes  the  buildings  which  were  added  to  the  original  layout,  namely, 
hospital,  dispensary,  canteen,  and  administration  building,  and  offices  for  chap- 
lains and  armed  guards. 

It  will  be  noted  from  the  foregoing  that  all  the  men  quartered  at 
the  navy  yard  Avere  messed  at  City  Park,  but  all  in  excess  of  3,000 
continued  to  sleep  aboard  the  ships  being  repaired.  Later,  however, 
in  order  that  the  sanitary  requirements  of  the  Bureau  of  Medicine 
and  Surger}^  might  be  observed,  the  capacity  of  City  Park  was  fixed 
at  2,500  men. 

Ellis  Island. — Reports  dated  August  10  and  September  10,  1917, 
indicate  a  receiving-ship  personnel  present  in  the  navy  yard  of  4,800 
and  6,300,  respectively.  These  men  in  excess  of  the  2,500  provided 
for  at  City  Park  were  quartered  on  the  various  ships  at  the  yard,  but 
with  the  commissioning  of  some  of  these  vessels  the  need  for  addi- 
tional quarters  became  apparent.  An  excursion  steamer,  the  Adiron- 
dack.,  was  leased  for  the  purpose  of  housing  1,000  men,  but  was  found 
to  be  totally  unsuited  for  the  purpose.  The  sanitary  conditions  on 
these  ships  were  entirely  unsatisfactory,  and  it  is  said  that  the  young 
men  who  came  to  them  from  civil  life  formed  a  most  erroneous  idea 
of  the  naval  service,  and  these  ideas  became  more  or  less  public  and 
did  the  service  considerable  harm.  Meanwhile,  the  armed  guard  was 
crowded  in  City  Park  beyond  safe  health  conditions.  Pelliam  was 
turning  out  personnel  to  man  not  only  the  Navy  but  also  Shipping 
Board  vessels.  Thus  the  housing  of  "  general  detail "  men  was  be- 
coming a  serious  problem. 


60  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOi^K'S. 


Cciicnil   virw,   Aiinid  (iiiaiil  Cnnip,  City  I'ark,  Brooklyn,  N.   V 


>:t'.<fi^k^. 


CiMU'inl  view.  Hocoivins  Ship  r.;irr:\rl;s.  I'.iiy  Kidv'c    (Brooklyn),  N.   Y. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS.  61 

Ellis  Island  was  particularly  well  located,  and  its  facilities  were  ex- 
cellent for  this  use,  besides  being  ready;  but  it  was  onl}^  after  consid- 
erable correspondence  that  the  Department  of  Labor  turned  over  for 
the  joint  use  of  the  Army  and  Navy  accommodations  for  3,500  men, 
in  which  quarters  the  Navy  finally  secured  space  for  2,000,  The  first 
draft  arriving  on  February  2,  1918,  began  equipping  and  completing 
arrangements  for  successive  drafts,  until  by  April  1,000  men  were 
quartered ;  and  not  long  afterward  the  full  2,000  were  accommodated. 
This  station  remained  in  commission  as  a  part  of  the  receiving  ship 
at  New  York  until  the  end  of  hostilities. 

Receiving  Ship,  Bay  Ridge,  Brooklyn,  N.  Y. — The  agreement  with 
the  owners  of  the  Adirondack  and  Morse  excursion  steamers  used  as 
part  of  the  receiving  ship,  in  addition  to  the  undesirable  features 
previously  mentioned,  required  the  early  return  of  these  ships  to  the 
owners.  To  meet  this  situation,  a  conference  was  held,  at  which 
several  methods  of  possible  solution  were  discussed.  Meanwhile  it 
had  become  necessar}^  to  transfer  men  from  the  receiving  ship  to 
Bensonhurst. 

Upon  the  recommendation  of  the  commandant,  permission  Avas  ob- 
tained from  the  city  authorities  to  occupy  a  portion  of  the  parkway 
of  the  shore  drive  known  as  Bay  Eidge  Boulevard,  Brooklyn,  N.  Y. 
On  April  18,  1918,  the  Bureau  of  Navigation  requested  the  Bureau 
of  Yards  and  Docks,  following  the  Secretary's  approval,  to  proceed 
with  the  erection  of  barracks  for  5,000  men  on  this  site.  This  re- 
quest was  canceled,  however,  and  some  delay  occurred  while  con- 
sideration was  being  given  an  alternative  proposition.  The  project 
was  a  little  later  reauthorized,  and  bids  were  opened  July  15,  1918, 
followed  by  an  award  of  contract.  The  first  men  were  quartered 
late  in  October,  and  additional  transfers  were  made  as  fast  as  build- 
ings were  completed;  but  the  new  cantonment  was  not  finished  in 
time  to  be  of  much  use  as  a  receiving  ship  during  the  period  of  hos- 
tilities. However,  it  was  particularly  valuable  during  the  demobili- 
zation period. 

Some  conception  of  the  necessity  of  receiving-ship  barracks  at 
New  York  can  be  gleaned  from  the  fact  that  approximately  182,000 
naval  ratings  passed  through  the  port,  notwithstanding  the  difficul- 
ties encountered,  and  between  August,  1917,  and  March,  1919,  as 
many  as  1,300  were  handled  in  one  day. 

Steam  Engineering  School,  Stevens  Institute,  Hohoken,  N.  J. — On 
February  27,  1918,  the  president  of  Stevens  Institute  of  Technology, 
Hoboken,  N,  J.,  addressed  a  letter  to  the  department  confirming  a 
tentative  agreement  which  had  been  made  for  placing  the  institute 
at  the  disposal  of  the  Navy  for  the  period  of  the  war.  The  burden 
of  providing  crews  for  the  Emergency  Fleet  vessels  then  under  con- 


62 


WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 


struction  required  also  the  instruction  of  apt  men  as  officers.  The 
officer  material  schools  were  then  in  full  operation,  and  Stevens 
Institute  afforded  especial  oj^portunity  to  give  instruction  to  en- 
gineering classes.  The  school  started  in  March  with  a  small  class, 
but  the  accommodations  for  housing  and  keeping  the  men  under 
military  control  were  poor.  It  finally  became  necessary  to  build 
quarters  and  a  three-story  brick  building  for  300  men.  These,  to- 
gether with  a  temporary  mess  hall  and  cooks'  barracks,  were  erected 
on  the  institute  campus,  the  work  being  completed  about  May,  1918. 


Steam  Engineerinu  S.  1, 


I  i..lM,krll,     N.     J. 


FOURTH    NAVAL   DISTRICT. 

Philadelphia^  Pa. — Prior  to  March  1,  1917,  the  receiving-ship  of- 
fices at  Philadelphia  occupied  three  or  four  small  rooms  in  a  navy- 
yard  building,  and  the  men  were  quartered  in  vessels  moored  at  the 
yard.  When  war  was  declared  men  began  to  arrive  in  such  large 
numbers  that  existing  accommodations  were  immediately  crowded. 
In  addition  to  recruits,  this  station  began  to  receive  the  naval  militia 
from  several  States,  for  which  it  had  been  designated  as  the  rendez- 
-\ous.  These  men  were  quartered  on  all  available  ships,  including 
one  or  two  ex-German  merchant-type  cruisers  interned  there.  How- 
ever, the  necessity  for  quarters  ashore  was  soon  recognized,  and  on 
April  25  the  Bureau  of  Yards  and  Docks  Avas  requested  to  erect  bar- 
racks for  5,000  men.     The  site  selected  was  on  the  east  end  of  League 


WAR  ACTIVITIES   OF   BUEEAU   OF    YAllDS   AND  DOCKS.  63 


Emergency  barracks  for  recruits,  Navy  Yard,  Philadelphia.  Pa. 


Interior  view  of  quarters,  Wissahickon   Barracks,   Cape   May,   N.  J. 
37022—21 5 


64  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND  DOCKS. 

Island,  and  work  was  begun  on  May  1,  1917.  By  the  middle  of 
July  enough  buildings  were  completed  to  permit  the  housing  of  a 
limited  number  of  men.  By  the  end  of  that  month  there  were  1,800 
in  camp,  and  b}'  early  winter  the  full  complement  of  5,000  had  been 
reached.  The  medical  authorities  reported  the  camp  overcrowded, 
and  the  normal  capacitj'  was  then  reduced  by  about  20  per  cent.  The 
existing  seamen's  barracks  was  overhauled  and  made  habitable  for 
about  300,  and  a  tent  camp  was  maintained  for  500  men  when  weather 
permitted.  This  camp  was  functioning  not  only  as  a  receiving  ship 
but  as  a  training  camp  in  addition,  and  its  war-time  history  is  one  of 
almost  continuous  congestion.  Early  in  the  spring  of  1918  it  had 
become  entirely  inadequate;  and  on  March  15,  1918,  the  Bureau  of 
Navigation  wrote  the  Bureau  of  Yards  and  Docks  requesting  that  it 
undertake  the  construction  of  additional  barracks  and  facilities, 
which,  when  completed  in  November,  provided  a  total  capacity,  ex- 
clusive of  tents,  of  6,400. 

Wissahickon  Barracks^  Cape  May^  N.  J. — On  Ma}^  28,  1917,  an  al- 
lotment was  authorized  for  the  construction  of  a  naval  training  camp 
for  the  fourth  naval  district,  and  after  consideration  of  many  pos- 
sible sites  an  agreement  was  made  on  June  14  for  the  use  of  a  farm 
at  Cape  ^lay,  N.  J.  On  June  16  the  Bureau  of  Yards  and  Docks 
placed  a  contract  for  the  necessary  construction  to  accommodate  2,000 
men.  The  city  of  Cape  May  laid  mains  and  furnished  water  for  the 
cost  of  pumping  and  permitted  the  use  of  their  sewers  without 
charge.  On  August  7  this  camp,  known  as  Wissahickon  Barracks, 
was  ready  for  operation,  but  as  constructed  it  was  already  inade- 
quate for  district  needs.  Indeed,  it  became  necessary  to  send  several 
thousand  fourth-district  men  to  Great  Lakes  and  other  stations  to 
meet  the  conditions. 

Only  one  extension  to  Wissahickon  was  ever  built,  and  that  was 
a  500-man  detention  camp,  which  was  authorized  in  June,  1918,  and 
which  was  about  completed  at  the  time  of  the  armistice.  Another 
extension  of  the  camp  was  authorized  in  September,  1918,  which 
would  have  increased  the  total  capacity  to  6,500  men.  Plans  and 
specifications  were  prepared  and  ready  for  release  to  bidders  on  the 
date  of  the  armistice,  which  stopped  the  project  altogether. 

Cooking  School^  Naval  Tlome^  Philadelphia^  Pa. — Prior  to  the  war 
cooking  schools  had  been  maintained  in  the  permanent  stations  at 
Newport  and  San  Francisco,  but  these  had  only  a  limited  capacity. 
With  the  advent  of  war  the  necessity  of  providing  cooks,  not  only  for 
vessels,  but  also  for  camps  and  other  shore  stations,  was  first  met 
by  the  enlistment  of  men  who  had  practiced  allied  occupations  in 
civil  life.  To  meet  the  rapid  growth  of  the  Navy,  however,  it  became 
Decessar}'  to  instruct  men  in  the  culinary  art  at  schools  established 


WAR  ACTIVITIES   OF   BUREAU   OF    YARDS  AND  DOCKS.  65 

in  the  various  districts.  In  general,  such  a  school  was  operated  as 
an  adjunct  to  a  camp,  but  in  the  fourth  district  a  cooking  school  was 
established  at  the  Naval  Home,  employing  the  existing  galley  for 
practice  purposes  and  accommodating  the  men  in  tents  heated  with 
oil  stoves.  In  the  summer  of  1918,  when  the  Shipping  Board  re- 
quested the  Navy  to  man  their  vessels,  this  school  was  extended,  and 
barracks  and  instruction  buildings  were  erected  which  were  reported 
to  reiDi-esent  the  finest  equipment  and  best  planned  cooking  school  in 
the  country.  In  the  galley  cooking  appliances  which  were  especially 
adapted  to  instruction,  such  as  glass-front  ovens,  etc.,  were  installed, 
and  an  elevated  platform  facilitated  the  observation  of  galley  activi- 
ties by  the  class  under  instruction. 

FIFTH  XAVAL  DISTRICT. 

Norfolk^  Va. — The  naval  training  station,  Norfolk,  known  as  St. 
Helena,  was  established  in  1908  on  a  site  along  the  Elizabeth  River, 
just  opposite  the  navy  yard.  The  commanding  officer  of  the  training 
station  was  also  in  command  of  the  receiving  ship  at  Norfolk,  which, 
in  addition  to  the  old  warships  Richmond  and  Cumberland^  com- 
prised also  a  considerable  camp  on  shore  when  the  war  began.  Thus, 
both  physically  and  administratively,  the  receiving  ship  and  the 
training  station  were  very  closely  allied.  The  original  training  sta- 
tion had  grown  from  its  original  capacity  until  at  the  beginning  of 
the  war,  including  the  receiving  ship  and  its  facilities,  it  had  a  total 
capacity  of  3,555  men.  With  the  declaration  of  war  men  began  to 
pour  in  rapidly,  and  at  first  the  overflow  were  sheltered  in  tents. 
This  station  had,  however,  developed  a  small  bungalow  type  to  house 
10  men,  and  it  was  found  that  a  tent  for  3  men  occupied  nearly 
as  much  space  as  one  of  these  structures.  The  bungalow  was  already 
standardized,  and  was  of  such  simple  construction  that  it  could  be 
readily  erected  in  quantities  by  station  labor,  and  most  important  of 
all,  it  was  more  suitable  for  the  winter  weather  in  that  climate.  Be- 
fore the  winter  of  1917  had  set  in,  sufficient  bungalows  had  been 
completed  to  raise  the  total  capacity  of  the  station  to  7,679.  The  re- 
quirements of  the  Bureau  of  Medicine  and  Surgery,  set  forth  in 
previous  connections,  subsequently  reduced  the  capacity  to  4,254  men. 
This  camp  was  abandoned  when  the  naval  operating  base  at  Hamp- 
ton Roads  became  available,  the  site  being  designated  as  an  annex  to 
the  navy  yard. 

Naval  Operating  Base^  Hampton  Roads ^  Va. — A  detailed  account  of 
the  development  of  this  base  in  its  various  phases  is  given  elsewhere 
in  this  volume.  Only  a  summary  of  the  training  facilities  provided 
will  be  attempted  here. 


66  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS. 

An  act  of  Congress,  approved  June  15,  1917,  authorized  the  Presi- 
dent to  commandeer  the  tract  of  land,  with  all  appurtenances  thereto, 
which  had  been  the  site  of  the  Jamestown  Exposition.  The  total 
tract  taken  over  was  443  acres,  of  which  268  were  assigned  to  the 
training  station.  The  congested  condition  at  St.  Helena  emphasized 
the  necessity  of  additional  training  facilities  in  the  vicinity  of  this 
important  port.  Plans  had  been  prepared  which,  with  very  minor 
subsequent  additions  for  special  purposes,  provided  for  a  capacity 
of  13,500  men.  Construction  was  begun  as  soon  as  possible,  and  on 
October  12,  1917,  a  little  less  than  four  months  from  the  date  of 
approval  of  the  act  of  authorization,  it  was  reported  that  one  regi- 
ment from  St.  Helena  had  been  moved  to  the  naval  operating  base, 
with  appropriate  ceremonies.  From  this  date  the  population  of  the 
station  increased  rapidly.  New  regimental  units  were  being  com- 
pleted and  turned  over  to  the  commandant  every  week  or  two.  It 
Avas  not  until  April,  1918,  however,  that  the  training  station  at  St. 
Helena  was  completely  superseded  by  Hampton  Roads,  as  the  former 
had  to  be  used  for  some  time  as  an  outfitting  station  or  incoming 
detention  camp.  From  a  complement  of  1,669  on  October  17,  1917, 
the  new  station  (Hampton  Eoads)  had  increased  to  a  total  of 
12,693  on  November  27,  1918. 

In  connection  with  the  construction  of  the  training  station  at 
Hampton  Roads,  an  item  deserving  of  special  mention  is  the  electrical 
and  general  school  buildings  erected.  These  semi-permanent  struc- 
tures— mill  construction  with  brick  veneer — were  originated  through 
the  necessity  for  an  electrical  school.  The  electrical  school  was  first 
designed  with  special  facilities  for  the  purpose,  the  general  school 
being  a  reproduction  in  exterior  appearance,  but  in  interior  arrange- 
ment providing  only  the  facilities  of  a  modern  school  building.  The 
construction  of  the  electrical  school  was  an  outgrowth  of  the  con- 
gestion existing  at  New  York,  this  institution  having  first  been  housed 
at  Pratt  Institute.  The  building  as  designed  for  Hampton  Roads 
provided  for  the  operation  of  boilers  by  a  student  class,  the  steam 
produced  being  utilized  in  generators  used  for  demonstration  before 
another  class.  The  current  thus  produced  was  distributed  through- 
out the  building  and  was  utilized  for  the  benefit  of  classes  being  in- 
structed in  the  operation  of  various  electrical  appliances.  Rooms 
were  also  provided  with  special  ventilation  to  facilitate  the  study  of 
storage  batteries  and  gas  engines.  Later  an  especially  interesting 
adjunct  to  the  electrical  school  was  constructed,  this  being  a  device 
known  as  the  "  TJ .  S.  S.  Electrician^''''  which  was,  within  the  practical 
limits  of  land  structures,  a  battleship,  especially  so  far  as  related  to 
the  electrical  instalhition  involved.  Besides  classrooms,  there  were 
installed  in  this  school  l)uihling  many  of  tlie  electrical  appliances 


s^?sL  Training  Station 

EASTERN  EXTENSION    MAMPTON  R0AD5       -H 


37022 — 21.     rTo  face  Dage  66.) 


\ 


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1     B     ''-'     il!'  ■  t'a       «      spy' 


-^:mm^mm* 


V  a  B  ®  8  9  B^ 


Els 


fffla^Be  Ba"Bo"p,;  -  •  i/Bfl"9(i  Ba^BeM 


IL  .-^ 


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■  OCNtCAL  PLAH5 


c 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS  AND  DOCKS,  67 


Barrack  group,  East  Camp,  Hampton  Roads,  Ya. 


yv       >«^t; 


J^r 


Typical  barracks,  East  Camp,  Hampton  Roads,  Va. 


68 


WAK    ACTIVITIES    OF    BUREAU    OF    YAliDS    AND   DOCKS. 


Lauiiili\    and  i;allry,  Kasl  Caiii|i,   llaiiipuai  l:uail>,  ^  a. 


I'ost  oflici',   East  t  amp,    liaiii|iluii   lioads,    \a. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS.  69 

used  on  shipboard,  such  as  searchlights,  signals,  cranes,  and  turret 
moving  and  ventilating  devices,  so  that  opportunity  might  be 
afforded  to  demonstrate  the  practical  use  of  such  apparatus. 

East  Gamf^  Hampton  Roads. — Upon  receipt  of  information  in 
Jul}',  1918,  that  the  United  States  Shipping  Board  would  call  upon 
the  Xavy  for  approximately  200,000  trained  men  for  tlie  ships  to  be 
completed  before  January  1,  1920,  an  estimate  of  the  situation  indi- 
cated that  the  Navy's  total  existing  housing  and  training  facilities 
must  be  increased  at  once  by  approximately  30,000  men.  About  one- 
half  of  this  number  were  provided  for  at  the  naval  training  station, 
Newport  (Coddington  Point),  as  hereinbefore  discussed,  and  it  was 
considered  that  the  remainder  should  be  cared  for  in  the  vicinity  of 
Hampton  Roads.  After  consideration  of  the  available  sites,  one  at 
Yorktown,  Va.,  was  selected,  and  a  complete  camp  with  all  facilities 
for  14,000  men,  together  with  an  800-bed  hospital  and  accommoda- 
tions for  a  hospital  personnel  of  400,  was  designed.  Bids  were  to  be 
opened  September  9,  1918,  but  further  consideration  led  to  the  can- 
cellation of  this  project  in  favor  of  an  equivalent  camp  to  be  erected 
on  a  tract  of  about  370  acres  across  Boush  Creek,  opposite  the  train- 
ing station,  Hampton  Roads,  and  subsequently  known  as  "  east 
camp  "  site.  Work  was  promptly  undertaken  on  this  location.  The 
proximity  of  the  new  camp  to  the  naval  operating  base  eliminated 
the  necessity  of  separate  administration,  and  thus  several  of  the  camp 
buildings  were  omitted,  as  was  the  entire  hospital  portion  of  the 
project.  The  signing  of  the  armistice  arrested  this  project  before 
the  barracks  were  ready  for  occupancy.  The  work  was  well  under 
way,  however,  and  the  camp  was  finally  completed  as  contemplated; 
and  being  the  last  one  that  was  designed  and  constructed,  it  had  the 
benefit  of  the  experience  gained  during  the  construction  of  the  other 
stations.  For  that  reason,  it  is  to-day  the  best  example  of  a  naval 
training  camp  constructed  during  the  war  period. 

Ensigns''  School^  Annapolis,  Md. — At  the  outbreak  of  hostilities 
many  men  of  education  had  enrolled  as  officers  in  the  Naval  Reserve 
Force  and  many  of  them,  especially  former  members  of  the  United 
States  Power-boat  Squadron,  had  had  prewar  training  in  the  duties 
of  officers.  There  had  also  been  one  or  more  summer  cruises  aboard 
the  ships  of  the  battle  fleet  by  civilians,  the  so-called  "  naval  Platts- 
burg."  It  was  realized,  however,  that  further  instruction  was  neces- 
sary before  such  men  could  be  assigned  to  positions  of  responsibility 
under  war  conditions.  The  establishment  of  the  district  officer  ma- 
terial schools  at  the  various  stations  was  one  step  toward  the  solu- 
tion of  the  problem,  wdiile  another  was  a  plan  formulated  late  in 
May,  1917,  to  utilize  during  the  summer  the  space  vacated  by  the 
graduating  class  of  the  United  States  Naval  Academy,  together  with 


70  WAR    ACTIVITIES   OF   BUREAU    OF   YARDS   AND  DOCKS. 

the  academy  organization  and  equipment,  for  a  short  intensive  course 
for  such  partially  trained  officer  personnel.  On  June  6,  the  initial 
class  of  about  200  were  assigned  quarters  in  Bancroft  Hall,  which 
had  been  vacated  by  the  graduating  class.  They  were  given  a  course 
of  about  10  weeks,  the  results  of  which  were  so  gratifying  that  it 
was  decided  to  continue  the  plan.  As  the  existing  accommodations 
were  filled  by  midshipmen  of  the  new  class,  it  was  necessary  to  build 
barracks  and  increase  the  staff  of  instructors.  Temporary  barracks 
for  300  student  officers  were  erected,  and  the  second  class  reported 
on  October  10,  1917.  The  course  was  then  extended  to  16  weeks,  and 
a  further  increase  was  made  by  erection  of  a  barracks  and  mess  hall 
for  150  men,  which  was  completed  in  four  weeks.  Thus  a  school 
having  a  capacity  of  450,  which  was  augmented  during  the  summer 
by  use  of  the  vacant  rooms  in  Bancroft  Hall,  was  completed  to  re- 
main in  operation  throughout  the  period  of  hostilities. 

Marine  Camp^  Quantico,  Va. — This  important  project  is  discussed 
in  the  chapter  devoted  to  construction  for  the  Marine  Corps. 

SIXTH    NAVAL   DISTRICT. 

Charleston^  S.  C. — Mobilization  of  reserves  and  volunteers  at  the 
navy  yard,  Charleston,  S.  C,  so  overcrowded  the  existing  receiving 
ship  (U.  S.  S.  Hartford)  and  other  available  accommodations  that  a 
small  tent  camp  was  pitched  early  in  1917  to  accommodate  the  over- 
flow. More  habitable  structures  were  required,  however,  and  on  April 
26,  1917,  an  allotment  was  telegraphed  which  authorized  the  con- 
struction of  a  camp  for  1,000  men,  work  to  be  done  by  yard  labor, 
assisted  by  enlisted  men.  These  buildings,  designed  locally,  were  of 
a  semibungalow  type,  intended  to  accommodate  25  men  each,  so  con- 
structed as  to  admit  a  maximum  of  light  and  air  in  good  weather,  and 
capable  of  being  closed  with  canvas  curtains  in  inclement  weather  or 
heated  by  trash  stoves  in  cold  weather. 

About  this  time,  the  authorities  of  the  city  of  Charleston  tendered 
the  free  use  of  land  just  outside  the  navy-yard  boundary  and  adjacent 
to  the  1,000-man  camp  then  under  construction.  Accommodations  at 
all  camps  were  so  seriously  overcrowded  that  it  was  decided  to  accept 
this  offer  and  utilize  it  for  the  expansion  necessary.  Accordingly,  on 
May  3,  1917,  the  Bureau  of  Yards  and  Docks  was  requested  to  pro- 
ceed with  construction  to  increase  the  facilities  so  as  to  care  for  a  total 
of  5,000  men,  including  certain  additional  construction  for  the  1,000- 
man  camp  previously  authorized. 

Ground  was  broken  on  the  1,000-man  portion  within  the  yard  on 
April  30,  and  the  work  was  completed  on  June  8.  At  this  time  about 
735  men  were  under  training,  in  addition  to  the  personnel  quartered 
on  the  Hartford.    On  this  date  (June  8)  the  contract-built  portion 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  71 


Drill   hall  at  East  Cami..    llaiiii>ic.ii    Kwa.ls.   Va, 


Boiler  plant.  East  Camp,  Hampton  Roads,  V; 


72  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 


Typical  liarrack.  Xa\al  Trainiiis  Cam|i,  Charh'^ton,  S.  C. 


H 

^^^^^^^^^^^^^^P^^^^^^^^^^F^^H|vai'?^ 

;:  _^j|M^SSSiBl^^S&8^^9^^^ 

V' 

i 

General  view,  Naval  Training  Camp,  Charleston,  S.   C. 


WAR   ACTIVITIES   OF   BUREAU    OF    YARDS  AND   DOCKS.  73 

for  4,000  men  on  city  property  Avas  about  50  per  cent  completed,  but 
the  delay  in  getting  equipment  nullified  to  a  great  extent  the  immediate 
benefit  of  this  construction.  A  sanitary  survey  by  the  Bureau  of 
Medicine  and  Surgery  resulted  in  the  application  of  the  strict  speci- 
fications for  sleeping  quarters,  i.  e.,  450  cubic  feet  of  air  space  per  man, 
with  not  less  than  5  feet  between  heads  of  sleeping  men.  As  these 
barracks  had  but  220  cubic  feet  of  air  space  on  a  5,000-man  basis,  the 
capacity  of  the  camp  was  reduced  to  2,500  men.  It  was  the  original 
intention  to  use  the  camp  to  train  naval  reserve  forces,  and  no  deten- 
tion camp  was  provided;  the  almost  continuous  outbreak  of  con- 
tagion, however,  necessitated  the  establishment  of  a  tent  detention 
camp.  The  latter  on  April  16,  1918,  was  ordered  to  be  replaced  by 
standard  detention-camp  barracks  for  600  men.  This,  together  with 
the  new  barracks  which  had  been  constructed  meantime  for  the  ma- 
chinist's mate  school,  soon  provided  a  total  capacity  (exclusive  of 
tents)  for  3,500  men  under  training. 

Marine  Barracks,  Pari^  Island,  S.  C . — This  work  was  carried  along 
with  other  emergency  camp  construction,  but  a  discussion  of  it  will 
be  found  in  the  chapter  on  Marine  Corps  projects. 

SEA'ENTH    NAVAL   DISTRICT. 

Key  West,  Fla. — Early  in  the  period  of  hostilities  the  comman- 
dant leased  at  small  cost  the  P.  &  O.  steamship  wharf  at  Key  West, 
with  its  covered  sheds  and  adjacent  land,  as  a  site  for  mobilizing 
and  training  such  men  as  might  be  enrolled  there.  On  June  1,  1917, 
the  Bureau  of  Navigation  requested  Yards  and  Docks  to  increase 
the  capacity  to  a  total  of  1,000  men  by  the  erection  of  barracks,  a 
galley  and  mess  hall,  etc.  This  camp  was  probably  the  cheapest 
erected  during  the  war,  and  no  attempt  was  made  to  secure  a  desir- 
able plan,  it  being  only  possible,  after  utilizing  the  existing  sheds, 
to  erect  structures  of  odd  shapes  and  sizes  on  the  available  spaces 
adjacent.  It  is  interesting  to  note  that,  notwithstanding  these  con- 
ditions, records  indicate  that  finished  training  was  given  some  2,400 
men,  and  partial  training  to  about  an  equal  number  of  others.  Capt. 
Bennett,  in  commenting  on  this  station  in  his  "  History  of  Work  of 
the  Training  Division,"  writes  in  part  as  follows : 

Perlmps  the  most  remarkable  feature  of  all  was  the  health  conditions  which 
prevailed.  Only  two  deaths  occurred  at  the  camp,  one  of  which  was  a  drown- 
ing accident.  The  camp  bore  its  share  of  the  influenza  epidemic,  but  in  a 
total  of  464  cases  every  one  recovered.  The  epidemic  was  so  severe  among  the 
civilian  population  that  the  camp  furnished  personnel  for  operating  the  city 
gas  works,  to  assist  in  the  work  of  the  city's  post  office,  and  in  compounding 
prescriptions  in  the  drug  stores  of  the  city,  which  had  been  wholly  unable  to 
meet  the  demands  incident  to  the  epidemic. 


74  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AXD  DOCKS. 

EIGHTH    NAVAI.    DISTRICT. 

Nev)  Orleans^  La. — The  mobilization  center  for  the  eighth  naval 
district  was  the  naval  station,  New  Orleans,  where  the  seaman  bar- 
racks was  used  for  habitation  until  the  requirements  of  war  necessi- 
tated, late  in  April,  1917,  the  establishment  of  a  tent  camp.  Con- 
ditions in  this  district  were  typical  of  those  prevailing  generally, 
although  the  immediate  consequences  were  much  less  serious  on  the 
south  and  west  coasts  than  in  those  districts  bordering  on  the  At- 
lantic— the  latter  being  required  to. effect  a  large-scale  coast-defense 
system  immediately.  Congestion  in  the  northern  training  centers 
caused  the  transfer  of  many  men  to  the  southern  districts,  where 
greater  facilities  were  immediately  available.  The  tent  camp  at 
New  Orleans  provided  for  1,000  men,  and  although  the  commandant 
during  the  summer  of  1917  urged  that  it  be  replaced  by  wooden  bar- 
racks before  the  hurricane  season,  the  Bureau  of  Navigation  decided 
against  the  recommendation.  The  tent  camp  was  never  completely 
replaced  by  wooden  construction,  though  two  barrack  buildings  with 
a  maximum  capacity  of  116  men  each  were  built  by  enlisted  labor 
and  a  latrine  for  their  inhabitants  was  built  by  station  labor  during 
the  fall  of  1917. 

During  July,  1917,  the  commandant  recommended  the  establish- 
ment of  a  camp  annex  at  West  End  Park,  which  had  been  tendered 
free  of  charge  by  the  city  authorities.  Here  boat  exercises  and 
small-arms  firing,  which  were  impossible  at  the  yard,  could  be  con- 
ducted. A  wooden  cantonment  for  250  men  was  authorized  on  this 
site,  it  being  the  plan  to  detail  successive  drafts  from  the  yard  camp 
for  a  few  weeks'  practice  in  the  desired  exercises.  Later,  when  the 
requirements  of  Medicine  and  Surgery  made  it  necessary  to  reduce 
the  capacity  of  this  camp,  additional  barracks  and  service  buildings 
were  erected  so  as  to  increase  the  capacity  of  the  camp  to  about  500 
men. 

Gulfport.^  Miss. — Accommodations  at  the  training  stations,  as  soon 
as  established,  were  alw^ays  one  or  more  laps  behind  in  the  race  with  re- 
quired capacities;  and  in  an  effort  to  cope  with  the  situation,  new  and 
distinct  locations  were  selected  as  temporary  expedients.  Such  camps, 
however,  expanded  beyond  early  intentions  and  finally  were  looked 
upon  as  permanent  for  the  period  of  the  war.  One  of  the  early 
emergency  locations  selected  was  that  of  the  Mississippi  Centennial 
Exposition  grounds  at  Gulfport,  Miss.,  the  inauguration  of  the  ex- 
position having  been  indefinitely  postponed  on  account  of  the  war. 
The  exposition  buildings,  which  were  nearing  completion,  were  uti- 
lized as  far  as  possible,  and  these,  with  a  considerable  amount  of 
auxiliary  construction,  provided  a  truly  efficient  camp  for  2,000  men. 
Construction  work  began  on  November  25,  1917,  and  notwithstand- 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  75 

ing  additions  authorized  from  time  to  time,  the  camp  was  commis- 
sioned about  the  middle  of  April,  1918. 

Pensacola,  Fla. — While  training  was  actually  carried  on  at  Pensa- 
cola,  it  was  of  a  special  type — aviation — and  further  reference  to 
the  bureau's  activities  at  this  station  will  be  found  in  another 
chapter. 

NINTH  NAVAL  DISTRICT. 

Great  Lakes^  III. — As  previousl}-  stated,  Great  Lakes  was  the 
largest  of  the  four  permanent  training  stations  existing  prior  to  the 
war.  This  station  had  a  capacity  of  3,000  men,  and  occupied  a 
tract  of  167  acres  located  about  33  miles  north  of  Chicago  and  over- 
looking Lake  Michigan.  Increased  recruiting  began  in  this  district 
as  early  as  October,  1916.  An  average  of  191  men  monthly  were 
received  at  the  station  during  the  first  three  quarters  of  1916.  From 
that  time  on,  the  average  steadily  increased  until  in  March,  1917, 
1,364  new  recruits  arrived,  and  in  April  9,027.  A  large  proportion  of 
these  men  were  quartered  in  tents,  while  others  were  examined,  out- 
fitted, and  sent  to  other  stations  after  only  a  few  days  at  Great 
Lakes.  A  detailed  account  of  the  growth  of  the  station's  housing 
facilities  is  quite  impossible  within  the  limits  assigned,  covering  as  it 
would  the  entire  period  of  hostilities. 

The  use  of  tents  could  obviously  not  be  continued  because  of  the 
winter  climate  of  this  region,  but  before  other  quarters  could  be  pro- 
vided a  colony  of  more  than  5,000  tents  was  in  operation,  the  men 
being  accommodated  in  a  comparatively  primitive  manner.  In  order 
to  eliminate  these  conditions  it  became  necessary  to  secure  more 
ground,  and  after  a  full  discussion  it  was  decided  to  adopt  at  Great 
Lakes  a  regimental  unit  system  of  expansion,  each  unit  providing 
for  about  1,728  men.  These  regiments  were  then  to  be  grouped 
into  camps,  the  size  and  location  of  which  were  determined  by  the 
topography  of  the  available  land  as  well  as  by  the  military  necessity. 

On  October  11,  1918,  the  station  occupied  more  than  1^00  acres 
and  comprised  about  775  buildings.  Without  recounting  in  detail 
the  history  of  each  addition  necessitated  as  the  war  went  on,  it  may 
be  recorded  that  the  following  camps  were  finally  provided,  the 
main  station  and  Camp  Barry  being  the  only  ones  existing  prior  to 
the  war,  and  the  latter  only  in  the  sense  that  it  was  erected  upon 
the  original  167-acre  tract : 


76  WAR    ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS, 


Regiment.  Camp. 


Purpose. 


First !  Camp  Perry 

Second do 

Third I do 

Fourth do 

Fifth Camp  Dewev 

Sixth ' do 

Seventh ■ do 

Eighth Camp  Decatur... 

Ninth i  Camp  Farragut . . 

Tenth Camp  Ross 

Eleventh I  Main  station 

Twelfth 1  Camp  PauIJones. 

Thirteenth do , 

Fourteenth i  Camp  Barry 

Fifteenth [  Aviation  Unit 

Sixteenth '  Camp  Luce , 

Seventeenth | do 

Eighteenth do 

Nineteenth I  Camp  Lawrence . . 

Twentieth do , 

Twenty-first do 

Twenty-second do , 


Recruit  training. 

Do. 

Do. 

Do. 

Do. 
Hospital  corps  and  yeoman  schools. 
Radio  school. 
Incoming  detention. 

Do. 
Main  hospital. 
Schools. 

Public  works  division. 
Ship's  company. 
Incoming  detention. 
Aviation  schools. 
Outgoing  detention. 

Do. 
Outgoing  detention  and  public  works. 
Recruit  training. 

Do. 

Do. 
S.  A.  E.  Officer-material  school. 


The  capacities  of  these  camps  varied  with  their  types  and  uses,  but 
the  following  excerpt  from  a  letter  of  the  commandant,  Capt.  W.  A. 
Moffett,  United  States  Navy,  under  date  of  August  28,  1918,  will 
serve  to  illustrate  the  strides  being  made  to  complete  by  fall  a  capac- 
ity to  accommodate,  in  round  numbers,  50,000  men : 

I  am  inclosing  data  giving  the  capacity  of  ttie  station.  You  will  note  that  the 
"  safe  "  winter  capacity  is  44,754  on  a  basis  of  450  cubic  feet  per  man,  and  that 
the  summer  capacity  is  52,317.  Fifty-two  thousand  three  hundred  and  seventeen 
does  not  include  men  in  tents.  We  have  17,000  men  in  tents,  which  means  that 
next  summer  we  could  house  comfortably  70,000  men.  In  regard  to  the  safe 
winter  capacity  of  44,754,  I  will  say  that  you  can  safely  count  on  a  practically 
safe  capacity  of  50,000  men.  If  necessary,  we  can  put  a  couple  of  thousand  men 
in  each  of  the  drill  halls  and  in  other  places.  I  would  also  say  that  if  the 
necessity  arises  I  would  not  hesitate  to  take  60,000  men  during  the  winter. 

The  total  cost  of  the  expansion  accomplished  at  Great  Lakes  under 
all  contracts  let  during  the  emergency  period  was  approximately 
$17,127,000.  The  reader  will  note  the  contrast  between  this  figure 
for  one  station  and  the  $1,500,000  at  first  contemplated  as  the  total 
which  would  be  required  for  all  stations. 

For  a  closer  study  of  the  organization  which  handled  the  immense 
development  of  Great  Lakes  and  of  the  results  accomplished,  refer- 
ence is  made  to  two  articles  at  the  end  of  the  present  chapter,  con- 
tributed by  officers  of  the  Corps  of  Civil  Engineers  who  had  succes- 
sive local  charge  of  the  projects  involved. 

Tramiiifj  Camp,  Detroit,  Mich. — On  February  7,  1918,  tlie  Bureau 
of  Navigation  wrote  requesting  Yards  and  Docks  to  provide,  at  the 
earliest  possible  date,  barracks  at  the  River  Rouge  plant  of  the  Ford 
Automobile  Co.,  Detroit,  Mich.,  for  selected  portions  of  prospective 
crews  who  were  to  man  the  "  Eagle  "  boats  then  under  construction 
by  the  company.  This  request  Avas  given  the  Secretary's  approval, 
limiting  initial  construction  to  a  capacity  of  1,000  men  and  200 
officers,  two  davs  later. 


iNG  SiysnoN 


GAM 


AND    CANTONMENT 
CHICAGO.    ILLINOIS 


37022—21.     (To  face  page  76.) 


WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS.  77 

Plans  were  quickly  prepared,  and  actual  construction  work  on  a 
site  about  500  yards  from  the  shipyard  was  begun  on  February  16, 
1918.  On  May  31,  1918,  the  bureau  was  requested  to  add  to  the  camp 
certain  additional  structures  which  would  provide  for  special  instruc- 
tion in  the  operation  of  Eagle  boat  machinery,  together  with  other 
facilities  for  administration. 

A  camp  for  1,000  men  and  200  training  officers  was  constructed, 
provision  being  made  for  a  possible  future  extension  to  the  capacity 
originally  desired.  Work  was  completed  on  June  8,  1918,  and  the 
camp  remained  in  operation  until  after  the  signing  of  the  armistice. 

ELE^^:XTH   NAVAL  DISTRICT. 

Training  Canip^  San  Diego,  Calif. — The  camp  at  San  Diego,  like 
Gulfport,  was  established  temporarily  to  relieve  overcrowding  at 
other  stations.  Late  in  April  the  park  commission  of  San  Diego 
offered  the  free  use  of  certain  of  the  buildings  in  Balboa  Park,  which 
originally  formed  a  part  of  the  Panama-California  Exposition.  The 
overcrowding  of  the  regular  naval  stations  throughout  the  country 
caused  the  department  after  investigation  to  accept  this  offer.  After 
some  minor  repairing  and  equipping,  the  first  draft  of  70  men  was 
received  May  20,  1917,  and  by  June  6  provision  had  been  made  to 
accommodate  2,000  at  each  mess,  so  that  the  full  capacity  of  4,000 
men  could  be  subsisted  in  two  shifts.  The  outbreak  of  contagion  in 
July  necessitated  the  establishment  of  a  tent  isolation  camp  of  about 
500  tents,  which  w^ere  sent  by  express  from  the  nearest  source  of  sup- 
ply (New  Y®rk  City) ,  with  instructions  to  put  all  hands  under  canvas 
until  the  situation  had  improved.  From  then  on  Balboa  Park  be- 
came substantially  a  tent  camp,  although  improvements  to  the  build- 
ings were  made  which  ultimately  provided  for  a  total  capacity  of 
5,000  men.  The  necessity  for  expanding  this  camp  became  apparent 
toward  the  end  of  the  war  period,  and  suitable  sites  for  the  erection 
of  barracks  were  being  investigated,  which  but  for  the  signing  of  the 
armistice  would  probably  have  been  erected  on  land  adjacent  to  San 
Diego  Bay. 

Training  Camp,  San  Pedro,  Calif. — On  June  6,  1917,  it  was  re- 
ported that  part  of  a  pier  and  shed  of  concrete  construction,  located  in 
San  Pedro  (Los  Angeles  Harbor),  Calif.,  and  capable  of  accom- 
modating 1,000  men,  was  offered  free  for  the  period  of  the  war.  By 
the  installation  of  equipment  and  minor  improvements,  such  as  plumb- 
ing and  partitions,  a  camp  was  put  in  commission  on  June  11.  Addi- 
tional space  was  later  secured,  but  as  a  part  of  the  original  was 
turned  over  to  the  submarine  forces  only  about  1,200  men  could  be 
cared  for  at  any  time.  Additional  quarters  for  2,400  men  were 
provided  in  tents  erected  on  land  adjacent  to  the  pier,  of  which  a 
capacity  of  800  was  isolated  for  incoming  detention  purposes.    On 


78  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AXD   DOCKS. 

this  extension  wooden  structures  used  as  mess  houses,  auxiliary  build- 
ings, and  instruction  halls  were  erected. 

TWELFTH  NAVAL  DISTRICT. 

Naval  Training  Station^  San  Francisco,  Calif. — In  1898  a  training 
station,  the  only  one  on  the  west  coast,  was  established  on  a  small 
island  in  San  Francisco  Bay  known  as  Goat  Island  or  Yerba  Buena,  of 
which  107.3  acres  was  devoted  to  the  naval  reservation.  This  site  is  by 
no  means  ideal  for  a  training  station  because  of  the  precipitous  slopes 
to  be  found.  For  this  reason  serious  difficulties  were  encountered  in 
accomplishing  the  necessary  w\ar-time  expansion.  The  existing  main 
barracks  consisted  of  a  single  story-and-a-half  wooden  building 
of  inferior  design  and  poor  ventilation,  but  affording  habitation  for 
a  maximum  of  625  men.  The  onlj^  increase  possible  at  this  point 
would  have  been  effected  by  tearing  down  this  structure  and  erecting 
a  two  or  three  story  building  on  the  same  site,  and  this  was  deemed 
unwise.  The  old  Marine  barracks  some  distance  away  was  converted 
into  a  detention  quarters,  which,  together  with  certain  cabins  adjacent 
thereto,  was  capable  of  housing  about  240  men.  By  an  ingenious 
arrangement  of  tents  in  terraces  on  the  hillside,  shelter  was  provided 
for  the  increasing  war  personnel.  The  improvised  detention  barracks 
(originally  built  for  80  Marines)  was  overcrowded  and  insanitary 
and  soon  proved  entirely  inadequate  for  the  new  demands.  As  soon 
as  tents  became  available,  this  old  building  was  abandoned  as  a 
barracks  and  utilized  for  kitchen,  mess  hall,  offices,  dispensary,  etc. 
It  became  necessary  to  extend  even  the  tent  camps,  and  this  was  made 
possible  only  hj  the  use  of  a  part  of  the  lighthouse  reservation  on 
the  island.  Latrines,  washhouses,  and  a  new  galley  designed  for 
5.000  men  were  erected  near  the  old  barracks,  but  winter  conditions 
were  not  considered  sufficiently  severe  at  this  point  to  justify  the 
replacing  of  the  tent  camp  with  wooden  barracks,  especially  in  view 
of  the  topographical  difficulties  attending  such  construction. 

Receiving  Ship,  Mare  Island,  Calif. — Early  in  April,  1917,  the 
total  estimated  capacity  for  recruits  received  at  Mare  Island  was 
only  GOO,  to  obtain  which  it  was  contemplated  making  use  of  the 
seamen's  barracks  and  a  ship  moored  at  the  yard.  It  was  suggested 
that  a  portion  of  the  then  projected  prison  camp  could  be  built  which 
would  provide  for  an  additional  500  men.  However,  the  Bureau  of 
Navigation,  in  view  of  the  conditions  at  San  Francisco,  felt  that 
this  capacity  was  too  small,  and  on  April  25,  1917,  wired  the  yard 
to  consider  the  erection  of  temporary  barracks  for  5,000  men.  This 
was  the  inception  of  the  training  camp  at  Mare  Island,  which  was 
afterwards  designated  as  an  annex  to  the  receiving  ship.  It  was 
not  until  September  1,  1917,  that  the  receiving-ship  establishment 


WAR  ACTIVITIES   OF   BUREAU    OF    YARDS   AXD   JJOCKS.  79 

was  formall}'  commissioned,  tlie  command  including'  about  100  men 
on  the  U,  S.  S.  Intrepid^  a  barracks  building  for  500  men.  and  the 
new  camp,  which  b}'  this  date  was  practically  completed.  While 
this  provided  for  a  total  of  5,600  men,  the  total  capacity  was  reduced 
to  3,120  when  the  sanitary  requirements  of  the  Bureau  of  ^Medicine 
and  Surgery  were  applied. 

THIRTEENTH    NAVAL    DISTRICT. 

Training  Camp,  Puget  Sound  Navy  Yard. — Like  all  other  naval 
districts,  the  thirteenth  felt  the  need  for  additional  accommodations 
at  an  early  date.  The  Naval  Militia  of  Oregon  and  Washington  were 
mobilized  at  the  Puget  Sound  yard,  and  added  about  700  to  their 
complement  within  about  10  days  after  war  was  declared.  In  addi- 
tion, recruits  were  flowing  in.  On  May  10,  1917,  the  commandant 
advised  that  1,600  men  were  already  assembled.  These  were  being 
c-(uartered  aboard  the  U.  S.  S.  Philadelphia,  long  used  as  a  receiving 
ship  at  Puget  Sound,  and  the  U.  S.  S.  Boston,  which  had  been 
pressed  into  service  to  supplement  the  former.  In  addition,  a  tent 
camp  was  put  in  operation  on  May  15,  and  continued  until  October, 
when  the  occupants  were  transferred  to  wooden  barracks.  These 
wooden  barracks  were  decided  upon  when  the  Bureau  of  Yards  and 
Docks,  on  May  12,  1917,  was  requested  to  erect  a  camp  for  5,000 
men.  The  area  selected  offered  difficulties  to  rapid  construction,  it 
being  largely  a  wooded  swamp.  Enlisted  forces  were  utilized  for 
cutting  trees,  pulling  stumps,  and  filling  marsh}^  areas,  while  the 
buildings  were  erected  by  station  labor.  Double-deck  bunks  were 
used  in  these  barracks,  and  later,  when  Medicine  and  Surgery  re- 
(|uirements  were  applied,  the  maximum  capacity  was  reduced  about 
50  per  cent.  This  reduction  was  compensated  for  by  the  establish- 
ment of  a  tent  camp,  heated  by  oil  stoves,  and  by  the  remodeling  of 
an  old  marine  barracks,  previously  condemned. 

Training  Camp,  Seattle,  Wash. — The  following  information  is  pre- 
sented from  the  personal  account  of  the  civil  engineer  officer  then  in 
charge  of  public  works  at  Puget  Sound,  Capt.  L,  E.  Gregory : 

Early  in  Juue  of  1917  it  was  decided  that  a  training  camp  should  be  built  on 
a  portion  of  the  grounds  of  the  State  University  at  Seattle  for  the  purpose  of 
training  recruits  for  the  Navy.  The  authorities  in  charge  of  this  university, 
under  the  direction  of  Dr.  Henry  Suzzallo,  were  most  enthusiastic  in  their  de- 
sire to  place  at  the  disposal  of  the  Government  the  facilities  of  the  university, 
in  order  that  they  might  be  made  of  greatest  use  during  the  continuation  of 
the  war.  As  its  location  was  immediately  uix)n  water  which  had  a  direct  con- 
nection with  the  sea,  it  was  natural  that  this  institution  should  lean  moi*e 
strongly  to  the  Navy,  inasmuch  as  so  many  other  universities  throughout  the 
country  not  so  situated  were  in  a  position  to  give  greater  assistance  to  the 
Army.  Arrangements  having  been  made  with  the  Navy  Department  for  the 
construction  of  such  a  camp,  plans  were  made  early  in  June  for  a  temporary 
tent  camp  for  housing  500  men.  As  the  location  was  such  that  yard  labor  was 
37022—21 G 


80  WAR   ACTIVITIES    01-    BUREAU    OF    YARDS    AXD   DOCKS. 

not  available,  the  work  was  placed  under  contract  with  a  local  concern  on 
June  29,  1917,  and  Commander  Miller  Freeman,  U.  S.  N.  R.  F.,  who  had  for 
several  years  been  greatly  interested  in  the  State  naval  militia,  was  placed 
in  command.  A'ery  quick  worlv  was  done  on  this  camp,  for  on  .July  27  an  in- 
spection was  made  preliminary  to  its  being  placed  in  actual  commission. 

Hardly  had  the  camp  been  made  ready  for  the  500  recruits  from  the  State  of 
Washington  when  it  was  decided  to  train  an  additional  500  men  from  Oregon, 
necessitating  additional  construction.  Thereafter,  the  construction  had  to  be 
augmented  frequently  on  account  of  the  constant  increases  in  the  number  of 
recruits  authorized  for  training.  A  very  high  class  of  men  were  obtained  in  this 
section,  and  advantage  was  taken  of  the  univer.sity  facilities  for  classroom 
work.  This  even  extended  to  instruction  in  aviation,  and  an  aviation  school 
was  one  of  the  adjuncts  of  the  camp  toward  its  latter  days.  This  addition  was 
made  possible  through  the  generosity  of  Mr.  Boeing,  the  head  of  the. Boeing 
Airplane  Factory  in  Seattle.  He  presented  to  the  university  much  equipment 
for  experimentation  in  aeronautic  work,  and  this  was  of  great  value  in  training 
Navy  recruits. 

The  capacity  of  the  training  camp  was  increa.sed  to  such  an  extent  that  at 
the  time  of  the  signing  of  the  armistice  there  were  about  3.000  men  under  i!i- 
struction  therein. 

THE   COMPOSITE   CAMP. 

The  idea  of  the  "  composite  camp  "  is  introduced  as  a  conception 
unifying  and  correlating  the  diverse  components  of  the  emergency 
training  system  as  treated  individually  in  the  foregoing.  The  thought 
of  the  camps  as  a  composite  is  indeed  not  misleading,  if  considera- 
tion be  given  the  relation  the  one  station  bore  to  another.  One  camp 
often  centered  about  a  special  instruction  school,  and  drew  its 
students  from  the  apt  personnel  of  other  camps.  Some  were  used  as 
general  training  centers,  while  others  functioned  as  mobilization 
imclei  from  which  men  were  distributed  to  the  various  training 
camps,  while  still  others  operated  as  receiving  ships  or  barracks  for 
the  armed  guard  or  general  detail,  drawing  their  complement  from 
the  forces  who  had  completed  training  at  various  points.  The 
promiscuous  use  of  the  term  "  station  "  and  "  camp  "  may  be  con- 
fusing to  those  who  were  active  in  this  branch  of  the  naval  service, 
for  during  the  war  the  t^vo  terms  took  on  distinct  meanings,  the  lat- 
ter indicating  only  those  activities  of  a  temporary  nature,  while  the 
former  designated  one  of  the  four  original  permanent  locations  and 
incident  growth  about  them.  Even  this  distinction  does  not  entirely 
eliminate  the  composite  camp,  for  all  were  organized  and  operating 
to  the  same  end — to  man  the  Navy — and  with  a  view  to  picturing  the 
growth  of  training  facilities  the  accompanying  cumulative  curve  has 
been  prepared.  This  curve  takes  into  account  only  completed  work, 
both  at  the  armistice  and  at  other  times.  Work  nearing  completion 
at  the  armistice,  if  shown,  would  have  indicated  a  higher  maximum 
and  a  still  more  rapid  rate  of  progress. 

The  reader  must  not  reach  the  conclusion  that  the  composite  camp 
theory  permitted  a  standardization  of  design,  for  in  fact  the  training 


WAK   ACTIVITIES   OF   BUREAU    OF   YARDS  AND  DOCKS. 


81 


activities  of  the  Navy  are  iinitied  only  through  the  coordination  of 
their  management  and  operation.  The  only  approach  to  standard- 
ization came  near  the  end  of  the  period  of  hostilities,  when  the  de- 
tention or  isolation-camp  barracks  were  developed — this  being  one 
feature  common  to  all  camps  regardless  of  their  special  activities. 
Toward  the  end,  the  main  barracks  in  the  general  training  camps 
were  being  standardized,  but  in  nearly  all  of  the  later  extensions 
some  minor  changes  were  necessitated  to  meet  the  requirements  of  a 
particular  location. 

No  general  scheme  for  the  arrangement  of  buildings  could  be  de- 
vised, as  each  site  presented  a  different  problem.     Some  camps,  en- 


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Chart  showing  naval  recruit-training  fa- 
cilities as  completed  during  emergency 
period. 


tirely  distinct  from  the  existing  naval  establishment,  naturally  re- 
quired administrative  and  industrial  groups  which  were  unnecessary 
when  the  new  development  w^as  to  become  a  contiguous  part  of  an 
existing  station.  More  often,  the  utilities  to  be  provided  presented 
a  greater  problem :  in  some  locations  the  existing  water  supply,  sewer, 
gas,  and  electric  systems  could  be  utilized,  wdiile  in  most  instances 
the  existing  facilities,  if  any.  wqvq  not  of  sufficient  ca])acity  to  care 
for  the  proposed  construction. 

Harvard  Radio  School,  Pelham  Bay  Park,  City  Park,  and  in  fact 
most  of  the  camps  near  large  cities,  were  amply  supplied  by  the  city 
utilities,  but   on  the   otlier   hand   the   requirements  of   Coddington 


82  WAR   ACTIVITIES    OF   BUREAU    OF    YARDS   AXI)   DOCKS. 

Point  necessitated  the  installation  of  both  fresh  and  salt  water  sys- 
tems, the  fresh  water  being  supplied  from  Newport  mains,  while 
salt  water  for  bathing,  flushing,  and  fire  protection  was  pumped 
from  the  bay. 

The  sewer  problems  Avere  often  difficult,  and  sometimes  necessitated 
special  disposal  plants :  and  very  often  sump  pumps  were  re(piired. 

East  Camp,  Hampton  Eoads,  was  provided  with  a  single  boiler 
plant  for  heating  the  entire  establishment,  while  the  topography  of 
Coddington  Point  made  it  necessary  to  abandon  the  economy  of  a 
single  plant  and  install  three  distinct  power  units. 

The  roads,  walks,  electrical  distribution,  and  street  and  fence 
illumination  were  all  items  presenting  individual  problems  at  each 
location,  and  one  charged  with  the  design  of  similar  projects  must 
consider  them  as  such. 

The  war  developed  two  distinct  tj'pcs  of  camps,  both  of  Avhich 
were  extremely  satisf actor}' ;  one  l)ased  on  a  unit  system — at  Great 
Lakes — grew  to  be  the  greatest  of  all,  owing  largely  to  the  space 
available  for  expansion,  while  the  other  type  may  be  described  as  a 
complete  camp  constructed  at  one  time  for  the  ultimate  capacity 
permissiV)le  under  site  conditions. 

East  Camp.  Hampton  Poads.  the  last  to  be  erected,  was  based 
on  the  latter  scheme.  This  camp  for  14,000  men,  complete  with  the 
exception  of  an  administration  building,  was  executed  in  one  opera- 
tion, and  embodies  in  its  design  all  the  experience  gained  in  the  con- 
struction of  over  40  previous  camps. 

SUPPLEMENTARY. 

COMPLETIOX  OF  TRAINING  CAMP,  CODDINGTON  POINT. 

One  of  the  civil  eiij^inecr  officers,  Lieut.  Conmuuuler  F.  N.  Bollos  (C.  E.  C. ). 
U.  S.  N.  R.  F.,  wlio  liiid  been  on  foreign  duty,  was  ordered  back  to  the  United 
States  shortly  after  tlie  signing  of  the  armistice,  and  was  at  once  assigned  duty 
at  Newport,  R.  I.,  as  officer  in  charge  of  construction  for  the  completion  of 
the  Coddington  I'oint  project.  This  station  was  originally  designed  to  accom- 
modate 15,000  men,  but  with  the  signing  of  the  armistice  was  curtailed  to 
10,000  men,  and  later  to  8,000.  The  cutting  down  of  the  size  of  the  station  in- 
volved a  complete  redesign  of  all  the  services,  such  as  tlu;  heating,  water 
supplj',  sewer  system,  and  electrical  distribution.  Tiie  total  expenditun^s  on 
the  work  were  in  the  neighborhood  of  six  millions  of  dollars. 

The  locations  of  many  of  the  ))uildings  had  to  be  changed  in  order  to  make 
the  remaining  units  complete,  and  this  necessitated  a  rearrangement  of  the 
system  of  concrete  roads.  A  great  deal  of  design  work  was  also  necessary  on 
the  steam-heating  system,  the  sewage  dispo.sal,  and  the  water-front  develop- 
ments. A  coal  handling  and  storage  plant  was  designed  and  constructed,  and 
a  boat  basin  and  causeway,  involving  much  dredging  and  subaqueous  concrete 
placing,  was  also  put  tlintugh.  This  part  of  the  work  was  all  done  during  the 
winter  of  ]9]f)-20.  wliicli  was  the  most  severe  on  record  at  Newport.     There 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS.  83 

were  maiij'  days  upon  which  it  was  impossible  to  reach  the  site  of  the  work, 
due  to  the  deep  snows  or  intense  cold. 

The  curtailment  in  the  size  of  the  station  also  meant  that  the  several  con- 
tracts coverini,'  the  work  had  to  be  refigured  to  determine  the  compensation 
due  till"  contractors  for  the  work  which  they  actually  performed  and  for  the 
surplus  materials  on  the  site.  This  proved  a  very  arduous  task,  requiring 
several  months  of  close  application  and  frequent  trips  to  Washington  to  confer 
with  the  authorities  at  the  bureau. 

I'robably  the  most  serious  difliculty  encountered  was  the  constant  trouble 
with  the  labor  unions,  the  disputes  all  arising  from  controversies  within  the 
unions  themselves  as  to  jurisdiction  over  the  work.  Newport  and  Providence 
locals  of  the  various  trades  each  claimed  cognizance,  and  as  a  consequence 
the  work  was  tied  up  several  times  for  extended  periods. 

EXPANSION  OF  NAVAL  TRAINING  STATION,  GREAT  LAKES,  ILL. 

(a)     IXCEl'TIOX    AND    I'LIiLIC    WORKS    ADMINISTRATION,     191".^ 

The  Great  Lakes  station  is  situated  on  the  western  shore  of  Lake  ^Michigan, 
34  miles  north  of  Chicago.  It  was  originally  constructed  during  the  period 
1905-1911,  and  this  construction  was  of  a  substantial  and  fireproof  character, 
for  a  designed  capacity  of  about  1,500  men.  Its  cost,  including  hospital,  harbor, 
power  plant,  tunnels,  sewage  disposal  and  water  filtration  systems,  bridges, 
etc.,  was  about  $3,500,000.  A  large  drill  hall  was  provided,  and  also  a  large 
instruction  building,  containing  classrooms,  auditorium,  gymnasium,  swim- 
ming pool,  and  recreation  facilites.  Liberal  provisions  were  made  for  showers 
and  plumbing,  all  buildings  were  heated  from  a  central  plant,  and  indirect  heat- 
ing and  ventilation  were  added  wherever  there  was  danger  of  congestion. 
It  was  a  source  of  disappointment  to  the  builders  of  the  station  that  it  was 
not  used  to  its  full  capacity  prior  to  1917,  owing  to  a  more  or  less  prevalent 
belief  that  its  location  was  ill  considered. 

When,  before  the  war  started,  Capt.  W'illiam  A.  Moffett  became  commandant, 
he  appreciated  to  the  full  the  advantages  of  location  and  the  possibilities  of  the 
station,  and  urged  that  the  station  be  used  to  the  limit  of  its  capacity.  When 
war  was  declared,  the  advantages  of  location  were  immediately  proved,  and 
he  was  faced  with  the  necessity  of  using  tents  to  house  the  large  number  of 
incoming  recruits.  He  advocated  immediate  construction  of  camp  buildings, 
and  by  interviews  with  the  Secretary  and  the  chiefs  of  the  Bureaus  of  Naviga- 
tion and  Yards  and  Docks,  he  later  secured  approval  for  the  construction  of  a 
camp  for  15,000  men. 

The  Bureau  of  Yards  and  Docks  was  impressed  with  the  possibilities  of  this 
station,  and,  cooperating  with  the  Bureau  of  Navigation  and  the  commandant, 
took  especial  interest  in  this  construction.  Inasmuch  as  plans  had  to  be  pre- 
pared as  work  progressed,  and  only  about  three  months  remained  before  cold 
weather,  it  was  decided  to  construct  the  camp  under  cost-plus-percentage  con- 
tracts for  the  entire  job. 

Instead,  however,  of  following  the  Army  practUv  of  letting  one  contract  for 
the  entire  camp,  the  bureau  divided  the  main  building  construction  into  three 
equal  parts,  as  nearly  as  coidd  be  arrar.ged,  with  the  object,  first,  of  securing 
more  rapid  construction  ;  and  second,  of  obtaining  competition  in  economical 
and  efficient  construction  Ijetween  the  different  contractors.     This  plan  proved 

»By  Commander  George  A.  McKay  (C.  E.  C),  U.  S.  N. 


84  WAR    ACTIVITIES    OF    BI^REAU    OF    YARDS   AXD    DOCKS. 

most  successful,  and  as  the  work  progressed  \hv  operation   rapidly  developed 
into  a  race  between  three  principal  contractors. 

The  original  station  covered  a  tract  of  land  comprising  KU)  acres,  extending 
about  three-fourths  of  a  mile  from  the  tracks  of  the  C.  &.  N.  W.  and  C.  &  M.  E. 
Railways,  east  to  the  lake,  with  a  water  frontage  of  about  one-half  mile.  The 
commandant,  foreseeing  tiie  need  of  expansion,  had  arranged  leases  for  large 
tracts  of  additional  land,  north,  south,  and  west  of  the  original  site. 

It  was  decided  to  place  seven  regiments  of  1,700  men  each,  about  12,000  in 
all,  west  of  the  tracks,  with  Camp  Dewey  for  three  regiments  to  the  north, 
and  Camp  Perry  for  four  regiments,  to  the  south.  Two  new  receiving  camps  for 
observation  of  incoming  men,  of  1,700  capacity  each,  were  planned  to  be 
located  south  of  the  original  station  and  east  of  the  railroad  tracks.  These 
were  called  Camps  Farragut  and  Dec-atur.  One  outgoing  assembly  camp  of 
1,700  men,  called  Camp  Ross,  was  located  between  a  ravine  bounding  Camps 
Farragut  and  Decatur  on  the  east  and  the  hospital.  It  was  also  planned  to 
construct  buildings  for  a  1,000-bed  hospital  expansion,  together  with  buildings 
for  contagious  wards.  North  of  the  originaF  station  was  located  the  large  tent 
camp,  known  as  Camp  Paul  Jones,  which  it  was  desired  to  convert  into  wooden 
barracks  construction  by  means  of  such  enlisted  labor  as  would  become  available. 
About  the  middle  of  July,  1917,  cost-plus-percentage  contracts  were  let  as 
follows : 

Paschen  Bros.,  Camp  I'erry,  four  regiments. 

John  D.  Griffith  &  Son  Co.,  Camp  Dewey,  three  regiments  plus  one  extra 
drill  hall  and  miscellaneous  buildings. 

J.  C.  Hey  worth,  Camp  Farragut,  one  regiment ;  Camp  Decatur,  one  regi- 
ment ;  Camp  Ross,  one  regiment ;  and  hospital  buildings  of  1,000-bed 
capacity. 

C.  E.  Carson  Co.,  .seven  contagious  wards  in  addition  to  three  then  inider 
construction  by  same  company. 

Leyden  &  Ortseifen,  roads  and  walks  and  sewage  disposal  system. 

Leyden  &  Ortseifen,  water  supply  and  sewer  distributing  systems. 

C.  &  N.  W.  Ry.,  bridges  and  railroad  tracks. 
The  plans  for  hospital  buildings  were  prepared  at  the  bureau.     Other  plans 
were  prepared  at  the  station.     Plans  for  .sewage  disposal  wer«'  prepared  by  a 
fa-m  of  consulting  sanitary  engineers  of  Chicago. 

The  building  contractors,  accompanied  by  a  committee  of  lumber  dealers 
from  Chicago,  came  to  Wa.shington  in  July,  and  with  a  i-epresentative  of  the 
bureau  visited  the  various  material  committees  organized  iinder  the  Council 
of  National  Defense,  and  also  the  headquarters  of  the  Construction  Corps  of 
the  Army.  Arrangements  were  made  to  secure  the  benefit  of  the  standard 
prices  for  building  material  as  agreed  upon  for  the  Army  camps.  In  the  case 
of  lumber,  however,  the  bureau  decided  upon  a  different  course.  Quotations 
having  been  received  from  the  council's  lumber  committee  on  a  sample  bill  of 
lumber  taken  from  a  preliminary  plan  for  a  barracks  building,  ba.sed  on  the 
proposition  of  shipping  lumber  direct  from  the  mills,  freight  was  added;  and 
against  this  sum  the  lumber  dealers  from  Chicago  submitted  a  figure  from 
stock  in  C^hicago.  The  latter  was  between  .$7  and  .$8  per  1,(K)0  board  feet 
above  the  lumber  committees'  quotation  plus  freight,  this  diff(>rence  represent- 
ing the  cost  of  unloading  into  yards,  storage,  handling,  and  loading  for  ship- 
ment out  of  yards.  Also  a  better  quality  and  higher  grade  of  material  were 
covered.  The  bureau  was  agreeable  to  accepting  a  bid  equivalent  to  $5  per 
1,000  above  the  basic  figure,  and  this  was  eventually  agreed  upon,  the  lumber 


WAR   ACTIVITIES   OF   BUREAU    OF    YARDS  AND  DOCKS.  85 

dealers  of  Chicago  binding  themselves  to  deliver  all  lumber  at  the  station  as 
required,  on  48  liours'  notice,  at  $36  per  1,000  board  feet.  There  was  at  this 
time  a  large  stock  of  lumber  in  Chicago.  The  bureau,  being  much  concerned 
in  securing  a  completed  camp  by  fall,  considered  this  policy  much  safer  than 
i-isking  deliveries  from  the  mills,  already  pressed  by  large  Army  orders,  not 
to  mention  congested  transportation  conditions.  As  it  turned  out,  the  regu- 
larity with  which  the  lumber  was  secured  enabled  the  thousands  of  carpenters 
employed  to  work  througli  the  entire  job  without  interruption  or  disorgani- 
zation, thus  effecting  a  saving  estimated  to  have  been  practically  equal  to 
excess  cost  of  the  local  supply.  The  bureau's  prompt  decision  on  this  point 
permitted  the  camp  to  be  completed  on  time.  Experience  on  deliveries  of  other 
materials  used,  none  so  important  or  requird  so  quickly  after  contracts 
were  let,  proved  that  had  the  lumber  orders  been  placed  at  the  mills  as  late 
as  the  middle  of  July,  the  camp  could  never  have  been  completed  and  occupied 
during  September  and  October  of  the  same  year.  The  bulk  of  the  cnmp  was 
occupied  about  two  months  after  construction  started. 

Commander  George  A.  McKay,  who  had  been  the  engineer  for  the  building  of 
the  original  station,  was  detached  from  the  bureau  on  July  16,  1917,  and  re- 
IX)rted  at  Great  Lakes  as  public  works  officer  in  charge  of  construction  on  July 
18.  Plans  were  under  way  and  construction  had  just  started  under  the  direc- 
tion of  Commander  Norman  M.  Smith.  The  first  problem,  both  for  Government 
and  contractors,  was  one  of  organization.  From  the  wealth  of  available  per- 
sonnel existing  near  the  station  the  commandant  had  selected  and  commissioned 
a  number  of  civil  and  mechanical  engineers,  architects,  and  accountants.  Re- 
cruits were  being  received,  trained,  and  dispatched  to  the  fleet  by  thousands. 
There  had  been  placed  in  operation  a  system  of  cataloguing  these  men,  and  among 
them  were  found  a  large  number  of  trained  young  men  with  special  qualifications. 
It  was  thus  a  simple  matter  to  secure  assistants,  and  the  Government  construc- 
tion organization  was  rapidly  perfected. 

The  preparation  of  plans  was  at  first  under  Lieut.  Clark,  who  was  succeeded 
by  Ensign  Cramer  when  the  former  took  charge  of  the  material-order  section. 
The  draftsmen  were  either  commissioned  or  enlisted  personnel  and  turned  out 
without  delay  the  hundreds  of  plans  required  on  all  parts  of  the  camp  construc- 
tion. All  power  plant,  mechanical,  and  electrical  plans  were  prepared  by  one 
squad  and  sewer  and  water  service  plans  by  another. 

The  material-order  section  was  of  particular  importance.  Each  contractor 
was  required,  before  placing  orders  for  any  material,  to  submit  to  this  section 
a  material-order  request  in  quadruplicate,  giving  a  description  of  material,  the 
quantity,  the  firm  or  firms  from  whom  purchase  was  desired,  and  the  price. 
The  quantity  was  not  closely  checked,  as  the  contractor  was  held  responsible. 
The  material-order  section  would  approve  the  price,  if  correct ;  and  if  not, 
would  indicate  where  and  from  whom  purchase  should  be  made.  The  officer 
in  charge  of  this  section,  Lieut.  E.  H.  Clark,  was  an  architect  of  experience  in 
Chicago  and  was  very  familiar  with  the  local  markets.  In  cases  of  doubt  he  was 
able  to  secure,  by  telephone  or  telegraph,  immediate  competitive  bids  on  the  ma- 
terial in  question.  The  fact  that  there  were  several  independent  contractors 
securing  quotations  on  similar  material  helped  this  section  to  secure  competitive 
prices.  Much  of  the  material,  such  as  roofing,  paint,  piping,  etc.,  was  purchased 
from  approved  firms  at  prices  fixed  by  the  material  committees  of  the  Council  of 
National  Defense.  Large  items,  such  as  radiators,  valves,  hydrants,  boilers,  wire 
rope,  etc.,  were  taken  up  immediately  with,  the  largest  national  dealers,  bids 
were  secured  on  the  entire  estimated  quantities,  and  orders  placed  accordingly 
for  all  contracts.     On  approval  of  a  purchase  order  one  copy,  signed  by  the 


86  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

officer  iu  charge,  went  to  the  contractor  as  authority  to  purchase,  one  to  the 
material  inspector  for  checking  material  as  unloaded  from  the  car,  one  to  the 
accountant  for  checking  of  bills  and  preparation  of  vouchers  for  payment,  and 
(he  remaining  copy  was  retained  in  the  material-purchase  section  for  reference 
and  record. 

The  material  inspection  and  checking  section  was  under  the  control  of  Car- 
penter C.  J.  Lishman,  whose  energy  and  initiative  made  this  branch  a  success. 
He  had  from  30  to  40  enlisted  men  as  checkers.  These  men  were  placed 
according  to  their  past  experience,  and  evei'y  article  received  was  tallied, 
inspected,  and  recorded  as  unloaded.  Every  stick  of  lumber  received  was 
surveyed  and  accepted  or  rejected,  and  the  amounts  found  w'ere  sent  to  the 
accounting  section  for  checking  bills  for  voucher  payment.  As  many  as  67 
cars  of  material  were  unloaded  in  a  da3'.  The  section  for  expediting  and 
tracing  shipments,  in  charge  of  Lieut.  Bower,  transferred  from  the  inspection 
force,  performed  most  excellent  work  in  securing  prompt  deliveries.  This 
officer  gave  particular  attention  to  boiler  deliveries,  and  spent  much  time 
at  various  works  expediting  shop  constructions.  Early  consideration  was 
given  to  the  feasibility  of  ordering,  checking,  and  accounting  for  plumbing, 
steam-fitting,  and  electrical  supplies,  and  of  prosecuting  these  items  of  con- 
struction, and  it  was  decided  to  be  impracticable  to  attempt  to  check  all  the 
miscellaneous  items  of  small  parts  and  fittings  and  tools  entering  into  these 
classes  of  work.  Accordingly,  as  rapidly  as  plans  were  completed  for  each 
camp,  bids  were  taken,  both  by  the  general  contractor  concerned  and  the  officer 
in  charge,  and  subcontracts  were  let  through  the  general  contractor  for  power 
plant  efiuipment,  stacks,  and  guys;  plurrrbing,  heating,  lighting,  skylight  and 
sheet  metal  construction,  etc.  In  some  cases,  such  as  for  certain  kitchen  equip- 
ment, material  was  purchased  direct  by  the  Government  and  installed  by  sub- 
contract. Cement  was  purchased  under  Navy  standard  contracts.  The  princi- 
pal assistant  to  the  officer  in  charge,  Lieut.  Willard  Doud,  was  directly  respon- 
sible for  the  securing  and  letting  of  subcontracts. 

The  chief  inspector  of  construction  over  all  camps,  Lieut.  It.  K.  Merrill,  was 
ably  supported  by  his  assistants  assigned  to  particular  duties  at  each  camp. 
These  inspectors  were  directly  responsible  for  the  quality  of  workmanship  on 
constiniction,  and  they  concentrated  on  this  feature.  They  also  reported  on  all 
cases  of  threatened  shortage  of  material,  and  were  responsible  for  the  care  and 
inventory  of  tools  and  the  prevention  of  waste  of  material. 

P3nsign  H.  A.  Stanley  was  in  chai'ge  of  the  accounting  section  and  timekeepers, 
and  had  80  to  40  assistants,  mostly  enlisted  personnel.  Under  a  head  timekeeper 
3  or  4  timekeepers,  as  required,  were  assigned  to  each  contract.  Each  workman, 
on  reporting,  secured  his  time  check,  which  he  carried  with  him  during  the 
day  and  deposited  on  leaving  at  the  completion  of  a  day's  work — these  opera- 
tions being  witnessed  by  the  timekeepers.  In  addition  to  this,  the  timekeepers 
passed  from  building  to  building  and  group  to  group,  and  checked  the  men 
by  name  and  check  nunrber  once  each  morning  and  each  afternoon.  If  a  man 
was  not  found  on  the  work,  in  addition  to  checking  in  and  out  morning  and 
evening,  he  was  not  paid.  Thousands  of  men  were  employed  and  m-any, 
particularly  laborers,  were  foreigners,  mostly  Italians.  The  checkijig  was  most 
thoroughly  done,  and  resulted  in  several  arrests  being  made  for  attempted  im- 
personation.   Payments  were  witnessed  by  the  same  timekeepers. 

To  prevent  the  unauthorized  presence  of  strangers  in  the  camps,  each  work- 
nran  wore  an  enameled  badge  bearing  the  name  of  the  contractor  and  a  number 
corresponding  to  that  on  his  time  check.  These  badges  also  assisted  in  identi- 
fying the  men,  particMilarly  on  the  special  transportation  trains  from  Chicago. 


WAR   ACTIVITIES    OF   BUREAU    OF    YARDS   AND   DOCKS.  87 

Another  case  of  petty  fraud  uncovered  was  in  the  abuse  of  transportation 
tickets.  Three  special  trains  carried  about  1,500  worlvmen  eacli  to  and  from 
Chicago  daily.  These  men  traveled  on  25-ride  interchangeable  commutation 
tickets  purchased  by  and  carried  by  the  contractors'  timekeepers,  who  passed 
through  the  train  with  the  conductor,  identified  the  workmen,  and  counted  and 
paid  for  the  number  traveling  on  each  contract.  It  was  suspected  that  enlisted 
men  and  others  were  at  times  passed  and  paid  for  by  some  of  the  contractors' 
timekeepers.  Arrangements  were  made  to  put  three  chosen  enlisted  men  on  each 
train  on  a  certain  day,  with  the  result  that  fraud  was  discovered  and  those 
guilty  were  discharged.  A  liberal  estimate  was  made  of  the  extent  of  the  loss, 
and  it  was  charged  back  to  the  contractors.  Following  this,  all  checking  of  men 
on  transportation  trains  was  performed  by  the  Government  timekeepers. 

The  accounting  section  was  also  responsible  for  all  payments.  Toward  the 
end  of  each  month  each  contractor  assembled  all  paid  bills  and  pay  rolls  and 
forwarded  these,  in  duplicate,  to  the  accounting  office.  These  were  checked 
and  each  original  was  attached  to  an  original  of  public  bill  for  the  monthly 
payment  by  the  Government.  As  the  vouchers  came  to  the  public-works  officer 
for  signature,  each  individual  receipt  was  initialed  by,  first,  the  man  respon- 
sible for  the  correctness  of  the  price  paid,  as  compared  with  the  authority  to 
purchase ;  second,  by  the  man  responsible  for  quantity,  as  compared  with  the 
material  inspector's  report ;  third,  by  the  man  responsible  for  the  correctness 
of  arithmetical  extensions ;  fourth,  by  a  man  responsible  for  general  features, 
such  as  debits  for  discount  for  prompt  payment  when  conditions  of  purchase  so 
permitted,  which  debit  was  taken  by  the  Government,  whether  advantage  of 
the  discount  had  been  taken  by  contractor  or  not ;  examination  as  to  whether 
voucher  was  an  original  paper  or  duplicate  and  properly  executed,  etc.  Finally 
it  was  initialed  by  the  head  of  the  accounting  section  for  complete  certification. 
Certain  monthly  vouchers  on  certain  contracts  amounted  to  nearly  three- 
quarters  of  a  million  dollars  and  covered  hundreds  of  transactions,  yet  they 
were  put  through  for  payment  in  a  few  days.  It  was  necessary,  however,  to 
throw  out  at  times  doubtful  bills,  pending  further  analj'sis,  and  these  were 
taken  up  on  the  following  month's  vouchers. 

The  foregoing  covers  that  part  of  the  public  works  organization  dealing  with 
contract  work.  The  quickness  with  which  the  organization  was  assembled  and 
commenced  operation,  and  the  results  obtained,  were  possible  only  because  the 
young  men  available  were  of  the  highest  standard.  The  section  heads  particu- 
larly showed  marked  efficiency  in  initiation,  judgment,  energy,  and  tireless 
effort.  Every  man  in  the  organization  appeared  to  realize  the  importance  of 
his  particular  duty  as  a  link  in  the  complete  chain,  and  every  man  was  hard 
pressed  to  keep  his  section  from  dragging.  There  was  no  question  of  hours, 
and  work  proceeded  through  Sundays  and  holidays,  many  putting  in  12  hours 
a  day. 

Inspectors'  reports  of  trouble  were  discussed,  auJ  suggestions  made  for  speed- 
ing construction,  at  organization  conferences  held  thrice  weekly,  at  5  p.  m. 
Advantage  was  had  of  individual  experiences,  and  eaclv  was  inspired  to  harder 
effort  by  the  accomplishments  of  the  others.  Speed"  and  cost  were  given  the 
closest  attention,  and  the  question,  "  What  will  be  found  wrong  when  the  camp 
is  used?"  was  constantly  before  the  conference  for  study,  with  the  result  that 
Avhen  winter  came  the  anticipated  troubles  did  not  materialize.  The  Govern- 
ment organization  as  a  whole  rapidly  became  most  proficient,  and,  as  in  the 
case  of  other  camp  performances,  records  were  constantly  being  broken.  When 
in  the  fall  it  was  discovered  on  a  Saturday  morning  that  an  additional  boiler 
plant  of  900  horsepower  was  necessary  as  a  result  of  the  addition  of  a  number 


88  WAR   ACTIVITIES   OF   BUREAU    OF    YAUDS  AND  DOCKS. 

of  buildiugs  along  the  north  side  of  the  original  station,  it  was  decided  to  con- 
struct an  additional  lieating  plant.  The  boilers  required  were  located,  by  long- 
distance telephone,  at  Kewanee,  111.  The  Chicago  agent  was  found  (on  the 
golf  links),  the  boiler  dimensions  were  secured,  and  the  boilers  ordered.  Plans 
v.ere  then  drawn,  bids  taken,  contracts  let,  materials  secured,  and  in  15  days 
after  the  plant  was  tirst  thought  of,  the  building,  boilers,  stack,  piping,  and 
underground  connections  were  completed  and  the  plant  was  delivering  steam. 

The  contractors  employed,  when  work  was  at  the  maximum,  in  August  and 
September,  approximately  6,000  men.  The  majority  of  the  buildings  were  occu- 
pied in  September,  and  all  in  October,  except  for  certain  buildiugs  ordered  later, 
and  except  for  the  hospital  buildings.  The  latter  were  delayed  until  November, 
their  commencement  having  been  deferred  pending  the  completion  of  certain 
railway  facilities.  The  first  wards  were  ready  on  November  G,  the  others 
following  rapidly,  and  the  last  two  wards  were  completed  by  November  28. 

There  were  constructed  in  the  summer  and  fall  of  1917  approximately  450 
buildings,  containing  33,000,000  cubic  feet,  and  requiring  50  acres  of  ready 
roofing.  There  were  26  separate  boiler  plants,  containing  81  boilers  giving  a 
total  of  7,112  boiler  horsepower.  In  all,  324,160  square  feet  of  radiators  were 
used,  with  103  miles  of  heating  mains.  Plumbing  fixtures  totaled :  Closets, 
1,875 ;  lavatories,  2,051 ;  showers,  1,518 ;  sinks,  605 ;  other  fixtures,  481.  Total 
lumber  used  by  contractors  was  23,806,135  board  feet.  About  3,500  carloads 
of  material  were  used  on  the  contract  work.  The  maximum  number  of  cars 
discharged  in  one  day  was  67. 

The  costs  on  the  contracts  covered  in  the  foregoing  amounted  to  $5,507,571.22. 

This  construction,  together  with  Camp  Paul  Jones  (constructed  by  enlisted 
forces)  and  the  original  station  buildings,  gave  accommodations,  without  crowd- 
ing, for  about  27,000  men. 

(6)    PUBLIC    WORKS    ORGANIZATION    AND    STATION    DEVELOPMENT,    1918.^ 

The  expansion  effected  at  Great  Lakes  in  1917  provided  most  satisfactorily 
for  the  emergency  that  had  arisen,  but  the  l)eginniug  of  1918  saw  no  intermis- 
sion in  the  tide  of  recruiting  from  the  Middle  West,  which,  by  the  fall  of  the 
year,  was  to  demand  a  station  capacity  of  at  least  50,000. 

The  public  works  officer,  Commander  W.  H.  Allen,  who  arrived  on  the  project 
in  January,  1918,  to  relieve  Commander  McKay,  found  the  1917  camps  com- 
pleted and  occupied,  and  he  proceeded  at  once  to  the  duties  lying  ahead. 

Modifications  of  the  former  organization  were  effected,  in  line  with  later  and 
relatively  stabilized  construction  conditions.  The  organization  finally  adopted 
in  the  spring  of  1918  is  outlined  below. 

Dire<'tly  under  the  pul)llc  works  officer  was  tlic  executive  officer,  Lieut.  Com- 
mander Doud,  whose  duties,  as  the  title  implies,  were  to  see  that  the  orders  of 
the  public  works  officer  were  carried  out  and  that  the  work  of  the  various 
sections  was  properly  performed.    He  handled  all  the  minor  details  of  the  office. 

The  force  was  organized  into  several  divisions,  as  follows :  The  clerical  di- 
vision under  a  chief  clerk,  Mr.  H.  C.  Litchfiehl,  which  looked  after  all  work  of 
correspondence,  accounting,  and  making  requisitions;  the  projects  division  under 
Lieut.  Munroe,  which  had  charge  of  all  drafting,  specifications,  and  surveying; 
the  contract  division  under  Lieut.  Clark,  which  took  charge  of  the  supervision 
of  all  work  done  through  Yards  and  Docks  contracts ;  the  station  labor  division 
under  Lieut.  Beard,  which  had  charge  of  all  the  work  done  by  the  enlisted  and 
civilian  force,  both  construction  and  maintenance  and  operation,  and  which 

>  By  Commander  W.  H.  Allen   (C.  E.  C),  TJ.  S.  N, 


WAR  ACTIVITIES   OF   BUREAU    OF    YARDS  AND  DOCKS.  89 

was  divided  into  several  sections,  such  as  tlie  building  section,  power  section, 
transportation  section,  grounds  section,  and  railroad  and  coal  section ;  the 
regimental  division,  under  Lieut.  Davis,  which  had  charge  of  the  military  work 
of  the  department  and  handled  all  matters  of  personnel. 

The  work  done  under  Bureau  of  Yards  and  Docks  contracts  was  all  done 
under  a  lump  sum,  with  the  exception  of  that  let  early  in  the  war.  In  1917 
there  were  14  contracts  awarded  at  a  total  cost  of  $5,561,000.  In  1918,  60  were 
awarded,  amounting  to  $11,370,000.  Contracts  awarded  in  1919,  but  under 
which  a  large  part  of  the  work  had  been  done  during  the  war,  were  four,  total- 
ing $104,000.  The  total  of  all  contracts  performed  during  the  war  was  thus, 
approximately,  $17,000,000. 

Contract  work  progressed  rapidly,  and  at  the  time  of  the  armistice  there 
were  only  two  or  .three  contracts  which  could  be  modified  by  the  omission  of 
work.  Final  liquidation  was  delayed  in  numerous  cases  through  refusal  of 
contractors  to  accept  settlement,  but  within  three  months  after  the  armistice 
there  was  only  one  contract  awarded  during  the  war  which  had  not  been  entirely 
completed  so  far  as  all  construction  work  was  concerned. 

In  1918  the  work  was  as  rapid  as  in  1917.  The  most  important  contracts  were 
as  follows:  Contract  No.  2835  with  Paschen  Bros.,  for  $1,374,000,  for  the  con- 
struction of  the  aviation  mechanics'  school ;  contract  No.  2859  with  Paschen  Bros., 
for  $2,134,000,  for  the  outgoing  detention  camp ;  contract  No.  3247  wath  English 
Bros.,  amounting  to  $2,259,000,  for  three  regimental  units  (Camp  Lawrence)  ; 
contx-act  No.  3303  with  Paschen  Bros.,  for  $849,000,  for  the  Naval  Auxiliary  Re- 
serve school ;  contract  No.  3304-A  with  C.  E.  Carson  Co.,  amounting  to  $875,000, 
for  additions  to  Camp  Paul  Jones  ;  contract  No.  3459  wdth  Paschen  Bros.,  amount- 
ing to  $364,000,  for  three  drill  halls  and  power  houses. 

The  contract  division  at  its  height  comprised  176  enlisted  men  experienced  on 
structures,  plans,  and  construction  work  and  accounting. 

Practically  all  plans  for  construction  at  the  station  were  prepared  in  the  proj- 
ects division  of  the  public  works  department.  The  chief  exceptions  were  a  few 
buildings  at  the  hospital  and  the  outgoing  detention  camp.  This  division  made 
some  notable  records,  among  wiiich  might  be  cited  the  preparation  of  the  plans 
and  specifications  for  Camp  Lawrence,  a  project  which  cost  over  $2,000,000.  As 
soon  as  the  Secretary  had  authorized  the  work  the  public  works  officer,  who  was 
in  Washington  at  the  time,  telegraphed  orders  to  begin  the  preparation  of  plans; 
and  11  days  after  the  work  was  authorized  the  public  works  officer  started  for 
Washington  again  with  the  plans  and  specifications,  which  comprised  over  100 
drawings  and  more  than  200  typewritten  pages  of  specifications.  In  preparing 
these  plans  men  worked  in  relays,  and  the  specification  writers  in  the  last  few 
nights  worked  continuously  except  for  two  or  three  hours  of  sleep. 

The  work  of  the  station  labor  division  consisted  chiefly  of  the  maintaining  of 
the  station.  There  was  assigned  to  each  regiment  a  detachment  from  the  public 
works  department,  who  looked  after  all  maintenance  work  of  that  regiment,  in- 
cluding the  operation  of  the  powder  plant,  the  repairs  to  buildings,  aU  services, 
and  the  minor  altei-ations  constantly  going  on.  It  was  found  necessary,  on 
account  of  the  great  area  covered  by  the  station,  to  build  public  works  barracks 
in  Camps  Perry  and  Decatur ;  one  battalion  of  the  public  works  regiment,  con- 
sisting of  800  men,  occupied  the  former  barracks,  and  450  men  were  located  in 
the  latter.  The  main  part  of  the  public  works  regiment  lived  in  Camp  Paul 
Jones,  but  there  were  other  barracks  and  parts  of  barracks  throughout  the  whole 
station  occupied  by  public  works  men.  This  system  of  carrying  on  the  regimen- 
tal maintenance  by  trained  men  from  public  works  was  found  far  superior  to 
the  method  of  having  the  regiments  look  after  their  own  maintenance,  since  they 


90  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS  AND  DOCKS. 

did  not  possess  the  trained  force,  tlie  qualified  supervision,  nor  the  incentive. 
The  metliod  followed  tended  toward  uniformity  of  the  work  in  each  regiment. 

As  a  natural  consequence  of  the  large  force  in  the  public  works  department,  a 
great  deal  of  construction  was  done  by  enlisted  men.  Several  jobs  of  considerable 
magnitude  were  undertaken  and  carried  through  successfully,  but  the  greater 
part  of  their  work  comprised  a  very  large  number  of  small  jobs,  in  the  nature  of 
additions  and  alterations  to  the  regimental  buildings  and  the  general  buildings 
on  the  main  station. 

The  transportation  section,  which  included  the  operation  of  motor  vehicles, 
was  one  of  the  busiest  branches  of  the  department.  Vehicles  were  not  detailed, 
but  were  all  operated  from  the  central  organization.  A  large  shop  was  built 
and  was  constantly  kept  busy  with  the  repair  and  rebuilding  of  these  motor 
vehicles.  One  very  interesting  incidental  performance  of  the  transportation 
section  was  the  driving  to  places  in  the  East  of  trucks  bought  by  the  Navy  De- 
partment in  the  vicinity  of  Chicago.  Some  30  to  40  trucks  were  taken  east  in 
this  manner,  the  first  making  the  trip  to  New  York,  a  distance  of  more  than 
800  miles,  in  five  days.  The  saving  to  the  Government  in  time  of  delivery 
when  railroad  transportation  was  so  badly  congested  amounted  to  many  weeks. 

Another  very  interesting  work  was  the  expedition  sent  to  the  St.  Claire 
River  Flats  Canal  to  repair  the  barracks  for  the  patrol  force  at  that  place. 
This  expedition  took  its  own  equipment,  camped  on  the  site,  and  built  bar- 
racks most  expeditiously.  Much  work  was  done  also  at  the  municipal  pier  in 
the  city  of  Chicago  for  the  school  and  camp  of  three  or  four  thousand  men 
maintained  at  that  place.  The  organization  of  the  regiment  for  rescue  work 
at  the  time  of  the  Mississippi  valley  floods,  in  the  spring  of  1918,  was  thorough, 
and  the  expedition  was  ready  to  start  on  an  hour's  notice.  Fortunately,  con- 
ditions did  not  develop  so  grave  as  to  require  its  services. 

Certain  types  of  construction  are  believed  to  be  peculiar  to  the  Great  Lakes 
station,  if  not  to  have  originated  there.  Chief  among  these  is  the  H -shaped  type 
of  barracks,  the  washing  and  toilet  rooms  of  which  are  located  in  the  cross 
of  the  H .  This  made  possible  the  locating  of  four  companies  of  men  on  each 
floor  of  the  building,  each  having  its  own  toilet  and  latrine  facilities.  The  final 
development  of  this  type  was  a  two-story  building  providing  eight  barracks 
rooms,  each  with  a  capacity  of  36  men  on  the  Bureau  of  Medicine  and  Surgery 
standard,  but  capable  in  the  summer  season  of  holding  60  men  without  crowd- 
ing or  menace  to  laealth. 

The  drill  halls,  with  McKeown  arches,  i-eached  a  high  state  of  development 
at  this  station.  The  standard  type  had  a  span  of  100  feet  and  a  length  of  500 
or  600  feet,  but  one  hall  built  to  accommodate  two  regiments  with  a  capacity 
of  6,000  men,  was  800  feet  long  with  a  span  of  120  feet.  Some  of  these  build- 
ings were  partitioned  off  for  instruction  purposes  and  for  shops. 

The  type  of  detention  building  differed  somewhat  from  that  used  at  other 
stations.  It  comprised  simply  two  rooms  for  the  one-story  type  and  four 
rooms  for  the  two-story  type,  with  a  capacity  of  12  men  per  room.  The  food 
was  brought  to  the  men  in  thermos  cans  from  the  central  galley  of  each 
regiment. 

The  mess  halls  of  the  training  camps  were  divided  into  company  rooms  for 
the  purpose  of  better  control  of  men  during  meal  hours,  and  also  with  some 
thought  of  isolation  in  case  of  epidemic.  There  were  12  to  16  mess  rooms  in 
each  building,  all  .served  from  a  central  galley  by  a  long  corridor  extending 
lengthwise  of  the  building.  The  first  mess  halls  were  not  of  the  self-service 
type,  but  later  this  feature  was  introduced  and  steam  tables  were  installed  in 
each  mess  room. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  91 

The  finest  camp  built  on  the  station  was  Camp  Lawrence,  the  last  completed. 
Here  the  niiml)er  of  buildings  was  reduced  to  a  minimum,  there  being  three 
regimental  units,  each  containing  six  barracks  buildings,  housing  300  men 
each,  and  two  H -shaped  buildings  of  the  same  size  as  the  barracks,  which 
contained  the  regimental  offices,  the  instruction  rooms,  the  storerooms,  the 
dispensary,  the  isolation  wards,  and  barracks  for  the  maintenance  force  and 
band.  One  mess  hall  served  each  regiment,  one  power  house  and  one  drill  hall 
served  two  regiments,  and  one  laundry  and  one  garage  served  the  whole  camp. 
The  power  houses  and  mess  halls  backed  against  the  railroad  spur,  so  that 
the  operating  cost  of  the  camp  was  reduced  to  a  minimum. 

The  athletic  building,  together  with  the  grand  stand,  the  baseball  and 
football  fields,  and  the  running  tracks,  comprised  an  athletic  unit  hardly  to  be 
equaled  in  the  country.  The  grand  stand  had  a  capacity  of  15,000.  One  of 
the  few  440-yard  straightaway  tracks  in  the  country  was  built.  The  athletic 
building  itself,  aside  from  the  offices  of  that  department,  provided  lockers  for 
the  various  teams,  dormitories  for  visiting  athletes,  handball  courts,  and  a 
swimming  pool. 

Mention  should  be  made  of  the  water  filtration  and  sewage  disposal  features 
at  this  station.  They  were  increased  several  fold  during  the  war,  embodied 
tlie  latest  features  of  sanitary  engineering,  and  were  at  all  times  adequate 
for  the  station  population,  which  at  its  maximum  was  48,300  men. 


CHAPTER  V. 
MARINE  CORPS  PROJECTS. 


The  work  undertaken  b}^  the  Bureau  of  Yards  and  Docks  for  the 
Marine  Corps  included  several  large  and  important  undertakings 
and  a  large  number  of  minor  projects,  such  as  quarters  for  marine 
guards  at  various  points.  One  of  the  most  noteworthy  constructions 
was  the  extension  to  the  quartermaster  storehouse  in  the  city  of 
Philadelphia,  for  which  contracts  were  awarded  in  September,  1917. 
A  new  barracks  building  to  accommodate  400  men  was  designed  and 
constructed  in  the  Philadelphia  nav}^  yard,  the  contract  being 
awarded  November  26,  191T.  An  advance-base  storehouse  in  the 
same  yard  was  contracted  for  in  June,  1917,  and  completed  in  De- 
cember. 

Xew  barracks  were  designed  for  the  American  legation  guard  in 
Peking,  China,  and  for  the  naval  station  at  Key  West,  and  a  quarter- 
master storehouse  and  post  exchange  Avas  built  at  the  naval  station. 
Pearl  Harbor, 

The  largest  project  for  the  Marine  Corps  which  the  bureau  has 
undertaken  is  the  construction  of  an  expeditionary  base  on  a  site 
selected  by  the  Commission  on  Navy  Yards  and  Naval  Stations,  at 
San  Diego,  Calif.  It  is  intended  that  this  base  shall  be  a  model  of 
its  kind,  and  it  is  estimated  that  the  entire  project,  when  completed, 
will  cost  approximately  $5,000,000.  The  site  which  was  selected 
was  low  land,  some  of  it  submerged  at  high  tide,  and  a  considerable 
amount  of  filling  was  required  before  the  construction  of  buildings 
could  be  commenced.  In  addition  to  barracks  to  accommodate  about 
1,700  marines,  there  will  be  an  administration  building,  gymnasium, 
quartermaster  storehouse,  expeditionary  storehouse,  power  plant, 
with  laundry  and  bakery  attached,  dispensary,  guardhouse,  officers' 
quarters,  Avater  supply  and  sewerage  systems,  electric  lighting,  heat- 
ing, and  refrigerating  systems,  a  sea  wall,  a  shipping  pier,  and  all 
the  other  accessories  necessary  to  make  the  base  complete  in  every 
respect. 

In  compliance  with  directions  of  the  Secretary  of  the  Navy,  the 
Bureau  of  Yards  and  Docks  on  March  26,  1918.  submitted  tentative 
plans  for  a  barracks  to  accommodate  500  marine  guards  for  the  navy 
yard,  Portsmouth,  N.  H.  The  resulting  contract,  awarded  on  July 
8,  1918,  and  completed  November  23,  1918,  provided  a  two-storj- 
building  of  a  permanent  type  including  under  one  roof  complete  fa- 
cilities for  housing  and  messing  545  members  of  the  marine  guard, 

and  in  addition,  barracks  for  40  cooks  and  messmen. 

93 


94  WAR   ACTIVITIES    OF   BUREAU    OF    YARDS  AND   DOCKS. 

At  the  declaration  of  war,  along  with  the  rest  of  the  Navy,  the 
personnel  of  the  Marine  Corps  increased  rapidly,  and  it  became  nec- 
essary to  provide  rendezvous  for  its  recruits  where  the  necessary 
training  and  instruction  might  be  conducted  on  a  large  scale.  After 
the  Marine  Corps  had  arranged  the  preliminaries,  the  Bureau  of 
Yards  and  Docks  on  June  4,  1917,  awarded  a  contract,  which  origi- 
nally contemplated  the  construction  at  Quantico  of  272  buildings: 
but  various  additions  increased  this  total  to  320  temporary  buildings, 
together  with  the  utilities  necessary  to  house,  mess,  and  train  6,900 
men.  The  contract  included  shops,  artillery  sheds,  dispensaries,  of- 
fices, officers'  quarters,  and  a  hospital  for  100  beds,  with  accommoda- 
tions for  a  hospital  personnel  numbering  51  persons.  This  contract 
was  completed  in  the  early  part  of  March,  1918,  and  still  further  ex- 
jDansion  of  the  station  was  realized  by  construction  work,  which 
began  on  June  24,  and  was  completed  November  30,  1918,  furnish- 
ing additional  facilities  for  2,200  men  in  the  infantry,  400  in  the 
artillery,  and  200  in  officer  schools,  besides  providing  a  hospital  ex- 
tension for  200  beds. 

The  original  source  of  water  at  Quantico  was  artesian  wells,  but 
the  flow  proved  insufficient,  and  a  supply  was  developed  by  the  con- 
struction of  a  dam  in  Chappawamsic  Creek,  with  a  pumping  station 
and  filtration  plant  some  4  miles  from  camp. 

Parris  Island  was  selected  as  a  site  for  a  Marine  training  camp, 
and  the  immediate  need  for  housing  there  was  realized  at  the  outset 
of  the  war.  To  this  end  the  Bureau  of  Yards  and  Docks  on  April 
21,  1917,  awarded  a  contract  to  cover  the  construction  of  approxi- 
mately 233  temporary  buildings,  together  with  all  appurtenances. 
The  work,  completed  by  March,  1918,  provided  facilities  for  3,000 
men  and  auxiliary  buildings  for  an  additional  tent  camp  of  2,000. 
A  later  extension  of  this  camp  under  a  bureau  contract  was  started 
on  July  24,  1918,  and  when  completed  (December,  1918),  this  af- 
forded additional  quarters  for  4,100  men,  together  with  the  necessary 
auxiliary  buildings,  alterations  of  existing  structures,  extension  of 
the  hospital,  and  construction  of  piers,  officers'  quarters,  etc.,  in  all 
about  288  buildings. 

The  Avater  supply  of  Parris  Island  was  taken  from  wells,  a  test 
of  which  showed  a  considerable  quantity  of  salt.  The  only  source 
of  fresh  water  being  trans])()rtation  by  barge  from  the  mainland,  the 
salt  water  was  distributed  for  bathing,  washing,  flushing,  and  fire 
protection,  while  fresh  water  was  distributed  by  a  small-pipe  system 
to  the  hospital  and  main  station,  and  by  tank  wagons  to  the  camps, 
for  drinking  and  cooking  purposes.  Even  with  strict  supervision 
the  increase  in  population  soon  overtaxed  the  existing  system,  and 
it  was  not  until  a  submerged  pipe  line  to  Port  Royal  was  completed 
that  the  island  was  provided  with  an  adequate  supply  of  fresh  water. 


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CHAPTER  VI. 
EMERGENCY  HOSPITAL  CONSTRUCTION. 


General. — In  1916,  subsequent  to  the  beginning  of  the  World  War 
but  previous  to  the  entrance  of  the  United  States  in  the  conflict,  the 
Bureau  of  Yards  and  Docks,  after  consultation  with  the  Bureau  of 
Medicine  and  Surgery,  prepared  drawings  for  two  hospital  bases  to 
accommodate  5,000  patients  each.  The  plans  were  drawn,  assuming 
that  one  hospital  base  would  be  established  on  the  east  coast  and  the 
other  on  the  west  coast.  The  buildings  were  carefully  designed  and 
checked  with  information  obtained  by  a  representative  of  the  Bureau 
of  Medicine  and  Surger}^  while  he  was  on  a  trip  of  inspection  in  Ger- 
many during  the  early  part  of  the  war. 

When  the  United  States  entered  the  war,  the  idea  of  the  tw^o  large 
naval  hospital  bases  was  abandoned.  Plans  for  increasing  the  capac- 
ities of  the  then  established  hospital  centers  were  substituted  for  the 
plans  of  the  two  large  hospital  bases.  A  sudden  call  for  naval  hos- 
pital accommodations  necessitated  the  development  of  a  type  of  hos- 
pital for  ({uick  construction  and  easy  expansion.  It  was  found  that 
material  for  and  the  construction  of  buildings  of  the  same  approxi- 
mate dimensions  as  those  being  used  by  the  Army  could  be  more 
readily  obtained  for  hospital  purposes  than  those  shown  by  other 
designs.  Consequently,  the  first  hospital  construction  was  based  on 
the  Army  barracks  unit.  When,  hoAvever,  the  Bureau  of  Medicine 
and  Surgery  had  been  provided  Avith  facilities  to  keep  abreast  of  the 
demands  of  the  service,  plans  were  prepared  for  hospital  layouts  to 
be  subsequently  erected  Avhich  were  larger,  more  efficient,  and  more 
satisfactory  for  the  needs  of  the  hospital  service.  The  width  of  the 
Army  unit  was  too  small  for  advantageous  use  for  general  hospital 
work. 

Where  new  hospitals  were  to  be  erected  at  a  distance  from  an  ex- 
isting hospital  station,  a  complete  self-sustaining  group  was  designed, 
providing  its  own  heating  plant,  laundry,  disinfecting  apparatus, 
storehouse,  and  buildings  needed  to  meet  the  usual  requirements  for 
administration,  subsistence,  and  operating  purposes.  These  unit 
groups  were  designed  for  capacities  of  100,  150,  and  200  men  per 
group,  consideration,  being  given  to  possible  expansion,  such  as  oc- 
curred in  several  units. 

97 


98 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 


The  first  units  were  of  Avood  construction,  one  story  high,  Avith 
drop-siding  exterior,  ready-to-hiy  roofing,  and  Avith  interiors  sheathed 
A\'ith  AAOod  ceiling  or  prepared  ceiling  board  as  the  case  might  be. 
CoA^ered  Avalk  Avays  Avere  i)rovidcd  for  coniinunication  betAveen  Avard, 


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Prewar  design  for  hospital  bases,  east  aud  west  coasts. 

administration,  subsistence,  and  operating  buildings.  At  the  close  of 
the  Avar  there  Avere  in  operation  in  the  United  States  and  Hawaii  27 
hospital  centers,  as  shoAvn  beloAv.  The  normal  bed  capacities  pro- 
vided by  the  emergencA'  construction  are  also  indicated. 


Hospital  center. 


Portsmouth,  N.  H 

Chel.spa,  Mass 

Newport,  R.I 

New  London,  Conn 

Brooklyn,  N.  Y 

AVards "Island,  N.  Y 

PcUiam  Bay,  N.  Y 

Grays  Ferry  Road^  Philadelphia,  Pa.. 

League  Island,  Philadelphia,  Pa 

Cape  May,  N.J 

AVashington,  D.  C 

Quantieo,  Va 

Annapolis,  Md 

Norfolk,  Va 


Bed  ca- 
pacity, 
emer- 
gency 
construc- 
tion. 


225 
1,000 
312 
150 
750 
800 
750 
300 
775 
200 
300 
300 
100 
1,275 


Bed  ca- 
pacity, 

Hospital  center.  ^^^J' 

^  gency 

construc- 

j     tion. 

Hampton  Roads,  Va :  750 

Charleston,  S.  C i  715 

Parris  Island,  S.  C i  185 

Pensaeola,  Fla 200 

Kev  West,  Fla 150 

Gulfport,  Miss 150 

New  Orleans,  La 200 

Great  Lakes,  111 j  1, 500 

Fort  L von,  Colo I 

Mare  Island,  Calif 550 

San  Diego,  Calif 500 

Pugct  Sound,  Wash 100 

Pearl  Harbor,  Hawaii , 


WAR  ACTIVITIES  OF   BUREAU   OF   YARDS   AXD   DOCKS.  99 


Seaplane  view  of  Naval  Hospital,  Chelsea,  Mass.,  showing  emergency  units. 


Seaplane  view  of  Naval  Hospital.  Wards  Island,   N.  Y. 


100  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS. 

As  mentioned  hereinafter,  there  had  been  established  l-'i  overseas 
hospitals. 

The  figures  noted  above  are  actual  normal  bed  capacities,  and  do 
not  take  into  account  the  use  of  porches  or  solaria  for  bed  patients ; 
nor  do  the  figures  include  the  Medical  Corps  and  associated  personnel, 
for  whom  suitable  provision  was  also  made. 

At  the  naval  hospital,  Pearl  Harbor,  Hawaii,  and  at  the  naval 
hospital,  Fort  Lyon,  Colo.,  only  limited  emergency  hospital  con 
struction  was  undertaken,  as  there  was  ample  provision  for  all  prob- 
able war  needs.  At  San  Diego,  Calif.,  temporary  buildings  previ- 
ously used  for  the  San  Diego  exposition  and  several  portable  build- 
ings, accommodating  in  all  about  500  patients,  were  used,  with  the 
intention  of  keeping  these  structures  in  commission  until  the  com- 
pletion of  the  permanent  naval  hospital  in  Balboa  Park,  San  Diego, 
about  February,  1922. 

The  first  groups  of  emergency  hospital  buildings  to  be  erected  were 
started  at  Philadelphia  (League  Island),  Pa.,  Charleston,  S.  C, 
Pensacola,  Fla.,  and  New  Orleans,  La.  The  buildings  for  these  bases 
were  all  one  story  in  height  and  formed  complete  units.  The  first 
groups  at  Pensacola,  New  Orleans,  and  Charleston  provided  200  beds 
each,  and  the  one  at  League  Island  275  beds.  These  hospitals  were 
quickly  followed  by  other  units.    ' 

The  emergency  hospital  construction  at  Portsmouth,  Chelsea,  New- 
port, Brooklyn,  Grays  Ferry  Road  (Philadelphia),  Washington, 
Annapolis,  Norfolk,  Parris  Island,  Great  Lakes,  Mare  Island,  and 
Puget  Sound  was  grouped  around  existing  permanent  hospital  con- 
struction. The  hospital  groups  at  New  London,  Key  West,  and  Gulf- 
port  Avere  built  up  around  existing  construction  not  of  Government 
oAvnership.  That  at  New  London  comprised  a  memorial  hospital  of 
wood  frame  construction,  a  brig,  a  contagious-disease  hospital,  and 
a  just  completed  but  unoccupied  almshouse. 

At  Key  West,  buildings  belonging  to  a  church  school  were  utilized 
to  provide  hospital  facilities.  The  property  was  finally  purchased  by 
the  department,  and  has  become  a  permanent  hosjDital  reservation. 

At  Gulfport,  the  recruit  training  station  made  use  in  great  part  of 
the  exposition  buildings  in  process  of  construction  at  the  time  of  the 
war.  The  hospital  buildings  constructed  to  provide  space  for  the 
sick  of  the  camp  were  one  story  in  height,  wood  frame,  similar  to  the 
buildings  at  New  Orleans  and  Charleston,  but  the  layout  was  in- 
creased by  the  use  of  i)()rtablc  buildings. 

The  emergency  work  at  Wards  Island,  Pelham  Bay,  League  Island 
(Philadelphia).  Cape  May.  Quantico.  lIani])toii  Koads.  Charleston, 
Pensacola,  and  New  Orleans  was  completed  as  a  unit  at  each  of  the 
stations. 


JSTAVY   ACTIVITIES    BUREAU    OF    YAEDS   AND   DOCKS. 


101 


Wards  and  subsistence  building.  Naval  Hospital,  League  Island,  Philadelphia.  Pa. 


fttiS-CSaibieni'jt 


U-5MAVAL-  HOSPITAL-  RISLRYATIOW- 
•LLAQUL-ISLAUD- 
•PHlLAPLLPHia-PA- 


•(cale  (rod).  Sofeti- 


itTMlwT  or  -pit  K»yY 
.III)  or   titji]  (J  P<x.tY 


Plot  plaA  of  Naval  Hospital,  League  Island,  Philadelphia,  Pa. 


102  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS. 


Ward  iniildiii,i;s,  .\a\al  Hospital,  Charleston,  S.  ^  ..  >lio\viug  comiectiug  covered  walk. 


U-yWAVAL- HOiPlTAL- Ri-if-RVATlOKJ- 
•CHARlLiTOU-  5-C- 


P(P*lTMtllT-  Of    TML  HAW 
■tuU»U  OI    YHTl  f  COCHV 
■'""■"■111'- „ 


Plot  plan.  Naval  IlospUal,  Charleston,  S.   C. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AXD   DOCKS. 


103 


About  500  major  hospital  buildings  exclusive  of  dispensaries  were 
constructed  in  the  United  States,  providing  for  a  patient  and  attend- 
ant personnel  of  17,000.  The  work  included  not  onlj-  the  buildings, 
but  also  heating,  lighting,  and  plumbing  facilities,  and  roads  and 
walks. 

On  account  of  the  fact  that  plans  and  specifications  for  several 
hosi^itals  had  to  be  prepared  simultaneously,  and  on  account  of  the 
limited  number  of  draftsmen  available  at  the  bureau,  it  became 
necessary  to  obtain  the  services  of  several  architects  to  prepare  draw- 
ings and  specifications  under  the  direction  of  the  bureau.  Appre- 
ciation is  expressed  for  the  efforts  of  Messrs.  Ewing  &  Allen  for 
their  work  at  Pelham  Bay,  N.  Y.,  Grab's  Ferry  Eoad,  and  the  navy 
yard,  Philadelphia,  Pa. ;  for  the  work  of  Mr.  C.  Grant  La  Farge  at 
Brooklyn,  N.  Y. ;  and  for  the  work  of  Mr.  J.  H.  de  Sibour  at  An- 
napolis, Md. 

Approi^nations. — Appropriations  totaling  $21,045,000  were  made 
by  Congress  for  the  hospital  construction,  and  $550,000  for  medical 
supply  depots.    The  appropriations  are  itemized  below : 

Appropriations. 

FOR  HOSPITAL  CONSTRUCTION. 


Act. 


Purpose  specified. 


Amount 
appro- 
priated. 


Deficiencv  act,  June  15, 1917. 
Deficiency  act,  Oct.  6.  1917.. 
Deficiencv  act.  Mar.  28,  191S. 

Naval  act,  July  1, 1918 

Deficiency  act,  Nov.  4, 1918. 


Temporary  hospital  construction 

Temporarv  hospital  construction  and  repairs,  etc. 

do.. .: 

Hospital  construction 

Temporary  hospital  construction 


Total  appropriated  for  hospital  construction. 
Turned  back  to  Treasury  Jan.  29, 1919 


Total  for  hospital  construction. 


SI,  000, 000 
2, 000, 000 
2, 750, 000 

10, 295,  COO 
5,000,000 


21, 045, 000 
1, 008, 742 


20, 036, 25& 


FOR  MEDICAL  SUPPLY  DEPOTS. 


Deficiency  act,  June  15, 1917 <  Naval  medical  supply  depots,  Brooklyn,  N .  Y.,  and  Mare 

Island,  CaUf. 
Deficiency  act,  Nov.  4, 1918 do 


Total  for  medical  supply  depots. 


$350, 000 
200,000 


550, 000 


Costs. — The  cost  per  bed  at  the  different  emergency  hospitals 
varies  greatly,  owing  to  local  conditions  and  reciuirements — notably 
as  to  amounts  of  road  work,  grading,  and  service  lines  necessary. 
The  emergency  hospital  at  Charleston,  S.  C,  typical  of  the  greater 
part  of  the  program,  cost  approximately  $650  per  patient,  including 
laundry  and  kitchen  equipment.  This  figure,  of  course,  includes  the 
cost  of  all  buildings  necessary  for  housing  the  doctors,  nurses,  hos- 
pital corpsmen,  and  other  attendants.  The  cost  on  a  straight  per 
capita  basis  for  the  entire  personnel  would  fall  somewhat  below  $500. 


104  WAR    ACTIVITIES   OF   BUREAU    OF    YARDS   AKD   DOCKS. 


:^^ 


^^^^^^S^p^ 


Psj'chiatric  wards,  Naval  Hospital,  Portsmouth,  N.  H. 


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NAVAL    H05PITAL  LE5ELVAT10N 
PORTSMOUTH.  K  H. 


3cA^At^    ^   Vaaps    /^MO    i?OCA3 


riot  plan  of  Naval  Hospital,  Portsmouth,  N.  H. 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND   DOCKS.  105 


Ward  building,  Naval  Hospital,  Chelsea,  Mass. 


Solarium  end  of  ward  buildings,  Naval  Hospital,  Chelsea,  Mass. 


106  WAi;   ACTIVITIES    OF   BUREAU    OF    YARDS   AXD   DOCKS. 


Contagious  wardp.  Naval  Hospital,  Newport,  R.  I. 


PLOT  PLAN 
NAVAL  HOSPITAL  RESERVATION, 
NEWPORT,  R^.I. 


Plot  plan,  Naval  Hospital.  Newport,  R.  I. 


\v 


AR   ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS.  107 


Administration  building,   Naval  Hospital,  New  Orleans,  La. 


□ 


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SHOWING    tmiGiNcy  HosriTAL  tLtfes 

US    N»V4L     H05PITkt    ItSLMATlOS 
NW   OKUftNS,    L^ 


Plot  plan,  Naval  Hospital,  New  Orleans,  La. 


lOS  U'AI!    ACTIVITIKS    OF    IJlJJtKAU    OK    \AKI)tt    AM)    IXXMvS. 


Wind   liiiildiii. 


I  trliiiiis,    T/ii. 


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■^      itlUi 


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^^1*-  -«i«-'  '  -mm 


I  ,HM  I  ;^  II.   \     liiiililln,"    .     \iiMil     li(.  .|ilh,l.     Noi-lnll..     \  ii. 


('^^^ 


WAK   ACTIVITIES    "V    ----.--       -    VAEr«S   AXT'    r.,*,  v^  u 

The  TTork  at  Ward?  Islana  '^us  :  the  mc-  e 

AT  eonstruotion.  owing  to  the  d.  m  obtA.       _  .e 

:  e,  and  added  cost  for  transportatkHi  of  materi&k.    The  expease  of 

-        ■.  service  lines  was  t:  "         _'       '^  -ri 

is,  the  cost  of  the  W .      -    ~  _  >- 

:al  was  about  S:?.<X*0  per  bed:  or  per  caipiiau  iiK'ltidiiig  ail  personneL 

-^ut  $1,600.    Items  entering  into  the  cost  of  :~    -  s- 

-   :y  at  other  plants  wei^  an  exjvnsive  p.>T\-c:  ..    ,  ..j. 

use  modifications  at  the  Manhattan  Slate  HospitaLl  for  the  Insane, 

--;iry  to  t  "     :  for  serving  the  hospital.     As  noted 

-       .ere,  the        _  ;y  at  this  point  was  to  have  been  1300 

beds,  or  a  total  personnel  of  about  1,800,    Had  the  addicicoial  wards 

been  constructed,  the  cost  pe:  "  '      e  been  e- 

ii:oed  on  account  of  the  fact  t.  ~         ve,  serv  ,^. 

i  other  general  buildings  woald  havie  provided  ample  facilities 

without  inciea^ae  in  siie- 

-Ve  !r  Orleans,  Lu. — The  naval  hospital  at  Xew  Orkans  was  one  of 
the  first  of  the  emergency  groups  to  be  constnioted,  and  is  typical  of 
the  earliest  hospital  work.     T  jh 

the  war  and  was  not  modifie.  -, :._  --.      -...  _.....-_     .  ..le 

buildings  was  such  that  the  service  of  the  hospital  would  bring  a 
:ient  to  '  -  _  ;^ 

;ting  p& ...     ........   .  -    -^; -.y 

.s  laid  from  the  administration  _  to  the  operating  pavilion 

and  thence  to  the  ^     _         ward,  so  ih»i  s     _  .^tients  X 

have  to  be  carrievi  ;...    ..i...  the  open,    l^n^      ....     .^s  separ....  .  .in 

the  othei^  by  a  drive,  making  it  possible  for  obsservation  cases  to  be 
rried  to  the  isolated  ward  withov :       -     _  _         y  other  build- 

^  or  corridor  spaoe.    This  san:ie  <.....  _        .  ^.palate  loileis. 

that  the  main  wardrocwi  might  be  pa: ;  for  use  in  oonta- 

_   nis  case^    Kach  ward  building  provided  laciiitieiS  for  40  patients. 
minally. 

The  general  mess  was  divided  to  secure  separate  messing  space  for 

j>atients,  hctspital  oor^^s.  doctors,  nurses,  stewards  and  pharmacists. 

'^-.i   civilian  employees.     Only   one  kitchen  or  galley  was   found 

,  .>essary,  s^-»  that  the  laK>r  v»f  preparing  and  serving  the  &N>d  was 

reduced  to  a  minimum.    Inclineii  walks  fix>m  the  kitchen  provided 

'-cans  for  easy  transportation  of  food  carts  to  the  various  wards. 

The  laundry  was  placed  in  the  rear  of  the  group  near  the  heating 

.mt,  and  as  far  as  possible  from  the  wards^    All  service  for  the 

XX  ser\-ation.  except  for  entrance  of  patients  and  doctors,  was  confine<l 

to  the  rear  of  the  hospital. 

There  were  19  buildings  in  the  group,  as  follows:  A 
~    k  officers'  quarters,  nurses'  quarters,  operating  pa. 


110  WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS. 

tory,  laundry,  five  Wcards,  mess  hall,  galley,  hospital  corps  barracks, 
shop  building,  heating  plant,  laundr}^,  storehouse,  and  mortuary. 

Norfolk^  Va. — Of  the  Atlantic  coast  emergency  hospital  develop- 
ment Norfolk  Avas  the  largest,  with  New  York  a  close  second, 
though  at  New  York  there  were  a  great  many  patients  who  were 
cared  for  in  civilian  hospitals.  Immediatelj^  upon  the  declaration 
of  war  by  the  United  States,  provision  was  made  at  Norfolk  for 
hospital  accommodations  in  excess  of  those  afforded  by  the  perma- 
nent buildings.  The  first  construction  was  of  an  exceedingly  tem- 
porary character,  consisting  of  platforms  on  which  were  built  wood 
frames  to  take  wood  wainscoting  about  4  feet  high,  above  which  were 
canvas  curtains.  The  roofs  were  covered  with  a  temporary  impreg- 
nated paper.  The  buildings  were  heated,  and  served  their  purpose 
until  a  more  durable  construction  could  be  provided. 

The  next  step  in  this  development  was  the  construction  of  eight 
one-story  ward  buildings  and  two  subsistence  buildings  placed  di- 
rectly back  of  the  main  hospital  building.  The  wards  were  placed 
radially  to  follow  the  semicircular  drive  in  the  rear  of  the  hospital. 
Each  ward  provided  about  50  beds,  with  the  necessary  quiet  rooms, 
toilet  rooms,  and  diet  kitchens.  This  group  was  used  continually 
until  the  armistice,  but  was  vacated  as  soon  as  practicable  there- 
after on  account  of  the  proximity  of  the  buildings  to  the  main  hos- 
pital group  and  the  resulting  fire  hazard.  In  connection  with  the 
eight  wards  and  two  subsistence  buildings  there  were  provided  four 
hospital  corps  barracks,  each  one  story  in  height,  of  the  same 
construction  as  the  wards,  namely,  exterior  drop  siding,  ready-to- 
lay  roofing,  composition  board  interior  cover  for  studs,  and  wood 
frame. 

In  accordance  with  a  request  from  the  Bureau  of  Medicine  and 
Surgery,  plans  were  developed  for  the  construction  of  a  hospital 
to  provide  1,500  beds  in  addition  to  the  two  groups  of  hospital 
buildings  just  mentioned.  The  total  capacity  for  the  Norfolk  hos- 
pital under  normal  conditions  Avould  then  be  3,000  beds. 

The  1,500-bed  hospital  was  divided  into  two  proposed  groups — one 
for  the  ordinary  or  "  clean  "  cases,  and  the  other  for  contagious  dis- 
eases, to  provide  900  beds.  Only  the  latter  group  was  placed  under 
contract,  on  account  of  lack  of  funds  to  complete  the  entire  layout. 
There  was  included  in  this  contract  one  of  the  ward  buildings  re- 
quired for  the  future  "  clean  "  case  group,  which  was  partitioned 
for  nurses'  quarters.  Before  the  construction  of  this  last  group 
was  started,  it  was  necessary  to  remove  the  emergency  group  first 
erected. 

The  900-bed  project,  partially  occupied  at  the  time  of  the  armistice, 
was  of  terra-cotta  wall  construction,  with  wood  framing  for  floors 


WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS.  HI 


Main   hospital  and  emergency   group,  Norfolk,   Va 


Plot  plan  of  Naval  Hospital,  Norfolk,  Va. 


37022—21 8 


112  WAr.    ACTIVITIES   OF   BUREAU    OF   YARDS   AXD   DOCKS. 


Surgical  ward,  Naval  Hospital,  Pelham  Baj-,  N.  Y. 


ntDULE      Of    MJIlDIN^S 

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NftVM     M05P1UL     CtitaVATION 

PLOT      PLAN 

•SliOWINQ  LAYOUT  Of  IlUlLWNl^S. 

tMtRlitNCY- HOSPITAL  BUILWN(i5, 

PtLt1A.MWY.  ■  NEW      YOUK. 


Plot  plan.  Naval  Hospital,  Pclhani  Bay,  N.  Y. 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND    DOCKS.  113 

and  roofs.  The  roofs  were  covered  with  asphalt-impregnated  paper 
having  a  crushed  shite  finish.  The  buildings  were  two  stories  in 
height,  and  were  arranged  to  provide  ward  space  for  either  gen- 
eral medical  or  contagious  cases.  Surgical  cases  were  cared  for  in 
the  main  or  permanent  hospital  buildings. 

PelJuwi  Bmj^  N .  Y . — The  site  for  the  emergency  hospital  build- 
ings at  Pelham  Bay  Avas  one  of  the  most  attractive  of  the  hospital 
locations.  Two  groups  were  built.  The  first,  a  hospital  for  250 
beds,  Avas  incorporated  in  the  main  training  camp,  and  was  built 
concurrently.  The  capacity  soon  became  too  limited  for  the  needs 
of  the  rapidly  increasing  personnel,  and  a  second  hospital  to  pro- 
vide T50  beds  was  built  near  the  isolation  camp.  The  buildings  of 
this  group  overlooked  Pelham  Bay.  When  they  were  placed  in  com- 
mission the  first  group  was  transferred  to  the  use  of  the  main  camj) 
for  general  requirements. 

The  second  hospital  consisted  of  about  -48  buildings,  and  housed 
a  i^ersonnel  of  about  1,100.  The  plans  incorporated  all  the  improve- 
ments that  had  been  developed  up  to  that  time  during  the  war. 
Buildings  Avere  arranged  for  contagious-disease  observation  cases 
and  neuropsj^chiatric  treatment  in  addition  to  the  general  Avards  for 
surgical  and  medical  cases.  Lighting,  heating,  and  poAA^er  Avere  pro- 
vided from  the  training  station  plant.  The  hospital  had  complete 
laundiy  facilities,  and  Avas  one  of  the  few  groups  to  have  an  especial 
building  for  recreation  purposes  built  by  the  Government.  In  many 
cases,  as  hereinafter  stated,  the  American  Eed  Cross  donated  recrea- 
tion buildings,  and  in  other  cases  certain  portions  of  available  build- 
ings were  set  aside  for  these  purposes. 

Washhu/ton.  D.  C. — The  most  rapid  of  the  hospital  building  opera- 
tions Avas  at  the  naval  hospital,  Washington,  D.  C,  to  increase  the 
capacity  of  that  establishment. 

Instructions  Avere  received  on  September  27,  1918,  to  prepare  draAv- 
ings  and  outline  specifications  for  emergency  hospital  buildings 
to  provide  facilities  for  about  300  patients.  The  contract  Avas  signed 
on  October  4,  1918,  and  Avas  delivered  to  the  contractors  on  October  5. 
Work  started  the  same  day  on  the  construction  of  six  buildings.  The 
time  given  for  the  completion  of  the  Avork  Avas  60  calendar  days. 
The  buildings  Avere  finished  within  the  contract  time,  and  in  fact 
not  only  completed,  but  entirely  furnished  and  equipped  to  the 
smallest  detail,  including  windoAV  curtains.  The  structures  com- 
])rised  Iavo  observation  Avard  buildings.  tAvo  general  Avard  buildings, 
a  subsistence  building,  and  a  power  house,  including  stack. 

The  observation  ward  buildings  w^ere  designed  Avith  deep  screened 
])orches  to  admit  of  the  treatment  of  pneumonia  cases  in  the  outside 


114  WAR   ACTIVITIES   OF   BUItEAU    OF    YARDS  AND   DOCKS. 

air.  The  stories  of  the  observation  buildings  were  divided  into 
small  Avards  with  easily  accessible  toilets,  sterilizing  rooms,  etc. 

The  general  ward  buildings  provided  wards  for  about  30  patients 
each,  with  all  the  necessary  service  rooms. 

The  wards  and  subsistence  building  were  of  wood  frame  construc- 
tion, covered  with  metal  lath  and  cement-mortar  stucco.  The  ward 
buildings  were  two  stories  in  height  and  the  subsistence  building 
and  [)ower  house  were  one  stor3^  The  latter  was  of  brick  construc- 
tion and,  owing  to  soil  conditions,  it  was  necessary  to  form  a  mono- 
lithic concrete  foundation  for  the  chimney.  The  roofs  were  covered 
Avith  reach'-to-lay  roofing  finished  with  crushed  slate. 

The  buildings  cost  approximately  $415,000  and  the  equipment 
about  $50,000. 

Bi-ool-h/n.  N.  Y. — The  hospital  buildings  at  Brooklyn  were  the 
only  ones  of  fireproof  construction  in  the  emergency  i^rogram, 
although  the  "Wards  Island  Iniildings  and  parts  of  the  Norfolk, 
Grays  Ferry  Ivoad  (Philadelphia),  and  Chelsea  groups  were  of  the 
slow-burning  or  fire-retarding  type.  The  permanent  construction  at 
Brooklyn  was  approved  by  the  Secretary,  both  on  account  of  the 
extreme  fire  hazard  to  which  the  buildings  at  the  existing  hospital 
would  otherwise  be  subject,  and  also  on  account  of  the  fact  that  the 
use  of  the  l)uildings  as  ultimate  j^arts  of  the  pei'inaiicnt  liospital 
was  unquestioned. 

The  buildings  were  two  and  three  stories  in  height,  with  rein- 
forced concrete  frame,  floors,  and  roofs,  and  with  stuccoed  terra- 
cotta walls.  Stucco  was  of  a  tint  to  match  the  original  hospital 
buildings  constructed  of  a  light  sandstone.  For  Avar  service  large 
Avards  Avere  designed  to  care  for  40  patients  instead  of  30  (the  NaA^y 
standard  number).  ()ther  Avards.  and  also  quiet  rooms,  were  pro- 
A'ided  for  24  or  18  beds.  All  materials  for  the  Brooklyn  hospital 
were  specified  to  l)e  the  best  of  their  res])e<'tive  kinds. 

The  nurses'  quarters  built  at  Brooklyn  ])rovided  facilities  for  130, 
Avith  a  separate  room  for  each  nurse.  It  is  fireproof  in  construction, 
and  is  the  best  and  most  complete  of  all  the  nurses'  (juarters.  It 
consists  of  tAvo  stories  and  basement,  and  provides  a  commodious 
living  room  and  a  large  dining  hall  that  can  be  used  for  lecture 
purposes. 

Wards  Island,  \.  Y. — A  site  near  Xcav  ^'ork  Avas  ixMjuired  for  the 
construction  of  an  emergency  hospital  supplementary  to  the  Brook- 
lyn facilities  and  in  addition  to  the  several  hospitals  that  had  been 
commandeered  for  Xavy  use.  Many  buildings  and  private  institu- 
tions Avere  inspected  Avith  a  view  to  utilization  by  the  Navy  before 
it  Avas  decided  to  build,  but  no  .suitable  ])uildings  Avere  found. 

The  Wards  Island  property  Avas  brought  to  the  attention  of  the 
Secretarv  of  the  Navv  and  the  Surgeon  General,  and  finallv  a  lease 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS.  115 


Emergency  buildings,  Naval  Hospital.  Washington,  D.  C.   (eastern  group). 


KiiiirL'.ij.  V   i.iiii.iin-^.    Naval   Hospital,  Washington,  D.  C.    (western  group). 


116  WAR    ACTIVITIES   OF   BUREAU    OF    YARDS   AXD   DOCKS. 


Emergency  buildings,  Naval   Hospital,    Brooklyn,  N.   Y. 


jaimi  Of  wwtis 

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U -3 -MAVAL- HOSPITAL  RJ-iLRVATlOKJ- 
■BROOKLYWiWY- 

JcU.'IkicI)-  to  f<c(. 


[ltP4llTM£.NT  Of  THt  UMY- 
6UKl»U  Of    YIBBJ    6'  DOCM- 


Plot  plan  of  Naval  Hospital,  Brooklyn,  N.  Y. 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS.  117 


Buildiug  "  F  ",  Naval  Hospital,  Brooklyn,  N.  Y. 


Nurses'  quarters  at  emergency  hospital,  Wards  Island,  N.  Y. 


118 


WAK   ACTIVITIES   OF   BUREAU   OF    YAEDS   AND   DOCKS. 


ADMIUIITWTIOM    WlLDIUCi    4' 

OTflCt^i    OF  THE  PM. 
SURGICAL    WAR.P5 
6R.1C, 

LULllTED    PttiONNtL 
QAR.AGE    f  CHAUfflUti    aUAR-TEU 
H'TfPE    WAR.DJ. 
HOiPITAL   COiLPi     bkMAUf^ 
SU65IMENtt     DUlLPItIC, 
LABORATOt'* 
LAUWPRY 

MOETUAK-r    &•  IMClUtHATOR- 
UUfciEi     aUAtTtlUi 
ORilRVATIOW    WAHPi 
OPIB-AIIUQ      bUILDIWCi 
PNEUWOWIA    WAtP. 
E-tCtlVlUC,   bL/lLPIM(j   «    bACi  iTOtt  HOUiE. 


®    ELCttATlOU    bUILDIMC. 

5ICK.0FFlCtlt.i   QUAdTER-b 
T9;    5T0R.E  H0U5E5    fe    CIVILIAN  b   QUAiml!.i\ 

»u;Uin^<    m^rU<l  Tore  lh;>,<    InJuJeJ  in  ll« 

2«i(Sw  ipec.r,calion>.) 


Plot  plan  of  emergoncy  hospital,  Wards  Island,  N.   Y. 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS.  119 

was  signed  whereby  the  State  of  Xew  York  was  authorized  "  to  enter 
into  an  agreement  with  the  Navy  Department  covering  the  use  of  ap- 
proximately 28  acres  of  the  grounds  of  the  Manhattan  State  Hos- 
pital at  Wards  Island,  New  York  City,  as  a  military  measure,  for 
a  period  not  to  exceed  two  years  beyond  the  termination  of  the  pres- 
ent war."  It  is  probable  that,  had  the  war  continued,  the  group 
erected  under  this  agreement  would  have  been  used  for  contagious 
cases,  although  at  the  time  of  the  armistice  it  was  being  used  as  a 
general  hospital.  The  buildings,  together  with  a  considerable  amount 
of  kitchen  equipment,  were  turned  over  to  the  State  of  New  York 
after  the  Bureau  of  Medicine  and  Surgery  ceased  to  utilize  them. 

The  Wards  Island  emergenc}^  hospital  was  designed  to  care  for 
about  1,200  patients  and  an  attendant  personnel  of  about  600.  Before 
the  contract  was  awarded,  however,  the  required  number  of  patients 
was  cut  to  800,  so  that  the  total  personnel  would  be  approximately 
1.200.  The  figure  800  was  the  normal  capacity,  and  could  have  been 
increased  by  25  per  cent  by  the  use  of  porches,  closer  bed  spacing,  etc. 

The  group  included  21  buildings,  comprising  an  administration 
building,  sick  officers'  quarters,  nurses'  quarters.  Hospital  Corps  bar- 
racks, civilian  emplo^'ees'  barracks,  receiving  building,  laboratory', 
mess  halls,  galley,  14  ward  buildings,  operating  building,  garage, 
laundry,  and  storage.  Heat  and  power  were  supplied  hj  the  Man- 
hattan State  Hospital  power  plant.  (See  paragraph  "  Costs.") 
The  buildings  were  of  terra-cotta  tile,  stuccoed  on  the  exterior  and 
plastered  on  the  interior.  Partitions,  floors,  and  roof  construction 
were  of  wood  frame.  Asphalt-impregnated  paper  with  crushed-slate 
finish  was  used  for  roof  covering. 

It  was  necessary  to  construct  a  wharf  for  the  use  of  the  hospital 
so  that  traffic  would  not  in  any  way  hamper  or  affect  the  routine  of 
the  Manhattan  State  Hospital,  which  occupies  the  island.  With  its 
own  landing  facilities  provided  by  the  wharf,  the  reservation  was 
completely  independent  of  the  rest  of  the  island. 

Canceled  projects. — Drawings  and  specifications  were  prepared  for 
hospitals  at  Halifax,  Nova  Scotia,  Hingham,  Mass.,  and  Yorlrtown, 
Va.,  but  for  various  reasons  the  execution  of  the  projects  was  aban- 
doned. 

The  Halifax  hospital  was  proposed  for  200  beds,  making  a  total 
personnel  of  300.  The  cost  of  the  work  was  to  be  borne  by  the 
American  ReS.  Cross,  and  the  estimate  for  the  construction  work  was 
$150,000.  The  bureau  was  asked  by  the  Red  Cross  to  prepare  the 
drawings  and  specifications,  let  the  contracts,  and  provide  inspect- 
ing and  constructing  forces.  The  site  had  been  chosen,  the  plans 
and  specifications  were  ready,  a  civil  engineer  and  a  paymaster  had 
been  assigned  to  dutv  for  tlie  work,  and  the  contractor  selected,  when 


120  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS. 

the  society  decided  to  modify  the  construction  and  advertise  the 
buildings  locally  at  Halifax.  The  project  was  finalh'  abandoned 
altogether,  owing  to  a  change  in  the  war  plans  of  the  British  and 
the  United  States  Governments.  The  hospital  had  been  intended 
for  the  use  of  returning  troops. 

For  the  naval  magazine  reservation  at  Hingham,  Mass.,  there 
Avas  projected  a  dispensary  hospital  providing  100  beds — 20  for  con- 
tagious diseases  and  80  for  the  usual  medical  and  surgical  cases — 
besides  dormitory  and  living  space  for  attendant  personnel.  It  was 
at  first  intended  to  care  onl}-  for  emergency  cases  at  Hingham,  but 
the  distance  to  Chelsea,  the  naval  hospital  of  the  first  district,  is  so 
great  and  the  trip  so  perilous  during  the  winter  months  that  it  was 
thought  necessary  to  make  the  Hingham  establishment  more  or 
less  complete. 

The  contract  for  the  work  was  awarded  on  October  10,  1918. 
for  $257,885.  After  the  construction  work  had  been  started,  how- 
ever, the  armistice  Avas  signed  and  the  Secretaiy  gave  instructions  to 
suspend  the  work.  The  bureau  ordered  the  suspension  of  the  work 
on  November  23,  1918,  and  the  contract  was  finalW  settled  under  a 
supplemental  agreement  allowing  $64,431.92  to  cover  the  materials 
purchased  and  the  work  done. 

On  September  9,  1918,  proposals  were  to  have  been  opened  for  a 
training  camp  at  Yorktown,  Va.,  to  provide  accommodations  for  14,- 
000  men.  A  complete  hospital  layout  provided  facilities  for  800 
patients,  and  a  personnel  of  400  doctors,  nurses.  Hospital  Corps  men. 
and  civilian  employees  were  provided  for  in  the  drawings.  The 
decision  of  the  department,  however,  to  establish  a  second  camp  at 
Hampton  Roads  instead  of  a  new  layout  at  Yorktown,  as  noted  else- 
where in  this  volume,  eliminated  all  features  of  this  project.  The 
hospital  group  at  Yorktown  constituted  30  buildings,  as  planned. 
The  structures  were  to  be  of  wood  construction,  colonial  in  type,  and 
one  story  high,  except  that  the  administration  building  and  Hospital 
Corps  men's  barracks  were  to  have  been  two  stories  high. 

Lobb oratories. — During  the  war  laboratory  work  assumed  an  im- 
portance and  volume  that  outstripped  all  facilities  that  had  been 
provided.  At  some  of  the  larger  hospitals,  as,  for  instance,  those  at 
Great  Lakes,  Chelsea,  Pelham  Bay,  and  Norfolk,  several  buildings 
were  constructed  on  plans  developed  to  meet  the  needs  of  the  service. 

Recreation  huildlngs. — Kecreation  facilities  were  provided  at  all  of 
the  hospitals.  In  several  cases  the  American  Red  Cross  constructed 
buildings  and  transferred  them  to  the  Navy  for  its  use.  Where 
buildings  were  not  erected  especially  for  recreation  purposes,  space 
was  allotted  for  the  use  of  the  personnel  for  games,  reading,  writing, 
smoking,  etc. 


WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS.  121 


Ward  buildings,  Naval  Hospital.  Hamptou  Roads,  Va. 


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Plot  plan  of  Naval  Hospital,  Hampton  Roads,  Va. 


122         WAR  ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS. 


Ward  interior,  Naval  Hospital,  Hampton  Roads,  Va. 


Emergency  hospital   buildings,   IMarini'   I'.arracks,   Parris   Island,   S.   C,   showing   wards 

and  solarium. 


WAE   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS.         123 


Waiil  niiildings.  Naval  Hospital,  Grays  Ferry  Road,  Philadelphia,  Pa. 


Plot  plan  of  Naval  Hospital,  Grays  Ferry  Road,  Philadelphia,  Pa. 


124 


WAR   ACTIVITIES   OF    BUREAU    OF    YARDS   AND   DOCKS. 


Is<ilatiiin  ward.  (  mprj;cncy  hospital.  Cape  IMay,  N.  J. 


:pw: 


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I'lot  plan  of  cniirgfc'Dcy  hospital,  Cape  May,  N.  J. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS, 


125 


Dlspensanj  huildings. — In  addition  to  the  regular  hospital  service, 
dispensaries  were  established  for  all  training  camps  and  for  all  activi- 
ties where  there  were  groups  of  men.  Approximately,  the  facilities 
provided  were  for  2  per  cent  of  the  personnel  of  the  station.  The 
dispensary  buildings  contained  ward  space,  the  usual  rooms  for  dis- 
pensing medicines  and  filing  prescriptions,  accident  rooms,  examin- 
ing rooms,  diet  kitchens,  nurses'  rooms,  and  cubicles.  The  cubicles 
consisted  of  isolation  rooms  with  toilet  facilities  and  an  attendant's 
room.    The  isolation  rooms  were  used  for  suspicious  or  undetermined 


I'lot  plan  of  hospital  reservation.  Naval  Training  Station,  Great  Lalies,  111. 

cases,  if  the  case  developed  into  a  contagious  disease,  it  was  sent 
immediately  to  the  hospital.  Otherwise,  if  the  case  were  not  serious, 
the  patient  was  transferred  to  the  dispensary  ward. 

Overseas  constmction. — Facilities  for  the  care  of  Navy  patients 
overseas  were  provided  in  two  ways,  first,  by  the  use  of  portable 
buildings  shipped  from  the  United  States,  and  second,  by  the  use  of 
existing  buildings  acquired  through  lease  or  purchase  and  not  under 
any  cognizance  of  the  Bureau  of  Yards  and  Docks. 

Approximately  200  portable  buildings  were  shipped  abroad.  These 
were  20  by  32  feet,  one  story  in  height,  and  cost,  on  an  average, 


126  ^VAE   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

$506.43  each.  They  were  of  stock  design,  with  walls  wood  sheathed 
inside  and  outside  to  provide  air  spaces.  The  roofs  were  protected 
b}^  a  ready-to-lay  covering.  Two  windows  were  in  each  side  of  a 
building  and  one  in  an  end.  A  door  was  placed  in  the  other  end. 
After  November,  1918,  some  of  the  portable  buildings  were  salvaged 
and  reused  in  the  United  States.  These,  54  in  number,  were  sent  to 
the  naval  hospital  at  Norfolk,  Va.,  and  reerected.  After  the  need  for 
the  buildings  at  Norfolk  had  passed,  some  of  these  were  sent  to  Haiti 
and  to  the  Dominican  Republic  for  use  as  field  hospitals  for  the 
Marine  Corps.  Others  were  sent  to  various  hospital  reservations. 
Fifty-one  of  the  54  were  shipped  from  Norfolk  and  utilized  else- 
where. 

The  Bureau  of  Medicine  and  Surgery  started  hospitals  at  13  over- 
seas stations.  For  all  of  these  equipment  was  furnished,  and  com- 
plete laundry  machinery  and  apparatus,  including  disinfectors,  were 
sent  by  the  Bureau  of  Yards  and  Docks  to  Hospital  Bases  No.  2  and 
No.  3.  At  the  time  of  the  signing  of  the  armistice  little  work  had 
been  done  under  the  cognizance  of  the  Bureau  of  Yards  and  Docks 
at  some  of  the  hospitals,  and  at  others  no  work  had  been  completed, 
but  work  had  been  planned  for  most  of  the  locations.  The  overseas 
hospitals  were  located  as  follows : 

United  States  naval  base  hospitals: 
No.  1.  Brest,  France. 
No.  2.  Strathpeffer.  Scotland. 
No.  3.  Leith,  Scotland. 
No.  4.  Queenstown,  Ireland. 
No.  5.  Brest,  France. 
United  States  naval  hospitals: 
L'Orient,  France. 
Pauillac.  France. 
London,  England. 
Gibraltar. 
Cardiff.  Wales. 
Ply]nouth,  England. 
Genoa,  Itah\ 
Corfu,  Greece. 
Naval  base  hospital  No.  4.  established  at   Queenstown,   Ireland 
(naval  base  No.  6),  was  one  of  the  most  complete  of  those  abroad. 
It  was  placed  in  commission  November  15,  1918,  and  provided  beds 
for  200  patients,  with  provisions  for  an  ultimate  capacity  of  500. 
There  Avere  quarters  for  30  nurses,  in  addition  to  barracks  for  the 
Hospital  Corps  men.    The  reservation  contained  11  acres,  and  was  an 
attractive  old  estate  slightly  rolling  in  its  slope  to  the  harbor.    The 
grounds  were  Avell  planted  Avith  trees  and  shrubs.     Fifty  portable 


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37022 — 21.      (To  face  page  126.)      No.  4 


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WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  127 

buildings  20  by  32  feet,  shipped  from  the  United  States,  and  a  few 
of  the  structures  on  the  grounds,  were  converted  into  the  hospital 
group,  which  consisted  of  an  administration  building,  operating 
pavilion,  six  main  wards,  three  contagious  wards,  and  officers'  ward, 
general  mess.  Hospital  Corps  nurses'  quarters,  storehouse,  chapel, 
morgue,  and  service  buildings.  Complete  sewer,  water,  steam  heat- 
ing, fire-protection,  electric-lighting,  and  telephone  systems  were  in- 
stalled. The  hospital,  after  demobilization  of  the  United  States 
forces,  was  turned  over  to  the  British  Admiralty,  complete,  with  all 
its  furnishings  and  equipment. 

The  hospital  building  in  London  was  started  by  the  American  Red 
Cross,  and  later  taken  over  for  hospital  purposes  for  the  United 
States  Navy. 

A  dispensary  building  with  a  bed  capacity  for  38  patients,  and 
with  a  complete  operating  and  sterilizing  suite,  was  designed  for 
use  at  Gibraltar.  The  building  was  carefully  planned  and  laid  out 
to  scale,  so  that  the  material  for  the  entire  construction,  including 
material  for  heating  and  plumbing  systems,  wiring,  and  even  nails 
and  tools,  could  be  shipped  to  the  site.  All  materials  were  cut 
and  fitted  previous  to  crating  for  shipment.  Before  these  were 
ready,  however,  a  building  was  found  in  Gibraltar  that  would  an- 
swer the  dispensary  needs.  Instructions  were  received  from  the 
Bureau  of  Medicine  and  Surgery  to  ship  the  dispensary  to  the 
Azores,  but  the  armistice  was  signed  after  the  material  had  been 
stacked  on  the  pier  in  Brooklyn  for  overseas  shipment.  The  build- 
ing was  finally  erected  on  the  naval  hospital  reservation  at  Norfolk. 

The  construction  of  the  hospitals  at  Queenstown,  Ireland,  and 
Leith,  Scotland,  was  the  only  work  of  this  character  prosecuted  under 
the  local  supervision  of  an  officer  of  the  Corps  of  Civil  Engineers. 
This  officer,  Lieut.  Raymond  V.  Miller  (C.  E.  C),  U.  S.  N.,  with  two 
assistants,  Messrs.  James  E.  Gibson  and  Egbert  G.  Purdy,  enrolled 
in  the  Naval  Reserve  Force  as  machinists,  left  New  York  in  April, 
1918.  The  work  in  connection  with  these  two  hospitals  had  been  com- 
pleted, and  arrangements  were  being  made  for  building  a  hospital  at 
Corfu,  Greece,  under  the  direction  of  the  same  officers,  when  the 
armistice  ended  the  need  for  further  hospital  construction.  All  of 
the  overseas  hospital  facilities  were  rapidly  placed  out  of  commission 
on  the  return  of  the  American  forces. 

37022—21 9 


CHAPTER  VII. 
GENERAL  DEVELOPMENT  OF  YARDS  AND  STATIONS. 


DEVELOPMENT  OF  NAVY-YARD  PLANS. 

Development  hoard. — The  naval  situation  as  it  took  shape  in  the 
year  1916,  with  the  six-year  building  program  being  formulated,  the 
"  preparedness  "  issue  paramount,  and  the  possibility  of  actual  war 
becoming  plainer,  foreshadowed  an  early  and  unprecedented  ex- 
pansion of  navy  yards  and  naval  stations,  to  be  superimposed  on 
their  normal  rate  of  growth.  The  year  marked  an  epoch  in  the  history 
of  shore  stations  as  well  as  of  the  Navy  as  a  whole.  Recognizing 
the  necessity  of  a  comprehensive  plan  for  the  development  of  each 
of  the  primary  navy  yards,  so  that  construction  recommended  and 
authorized  from  time  to  time  might  fit  in  with  the  general  scheme 
for  the  finished  navy  yard,  the  Secretary  of  the  Navy,  on  May  2, 
1916,  appointed  a  board,  known  as  the  Board  for  the  Development 
of  Navy  Yard  Plans,  to  draw  up  for  consideration  by  the  bureaus 
and  for  his  approval  a  plan  for  each  navy  yard.  The  personnel  of 
this  board,  with  rank  as  of  that  date,  consisted  of  Capt.  Josiah  S. 
McKean,  assistant  for  material,  senior  member;  Col.  John  A. 
Lejeune,  representing  the  Marine  Corps;  Commander  Charles  B. 
McVay,  representing  Ordnance;  Surg.  Richmond  C.  Holcomb,  rep- 
resenting Medicine  and  Surgery;  Paymaster  Christian  J.  Peoples, 
representing  Supplies  and  Accounts;  Lieut.  Commander  George  L. 
Smith,  representing  Navigation;  Lieut.  Commander  Henry  C. 
Dinger,  representing  Steam  Engineering;  Civil  Engineer  Archibald 
L.  Parsons,  representing  Yards  and  Docks,  and  Naval  Constructor 
Sidney  M,  Henry,  representing  Construction  and  Repair. 

The  instructions  to  the  board  were  as  follows : 

The  boax-d  shall  prepare  for  each  of  the  stations  listed  in  the  base  plan  a 
comprehensive  plan  of  development  embodying  the  requirements  of  the  base 
plan  and  the  essential  features  of  an  ideal  layout  so  far  as  same  may  be 
practicable  for  the  station  under  consideration.  In  preparing  such  plans  due 
consideration  shall  he  given  to  existing  facilities  and  present  arrangements, 
so  that  the  completed  project  may  be  attained  with  a  minimum  expenditure. 

In  order  to  avoid  numerous  meetings  of  the  whole  board,  the  as- 
sistant for  material  and  the  representatives  of  Yards  and  Docks, 
Steam  Engineering,  and  Construction  and  Repair  were  appointed  a 
sub-board  to  develop  sketches,  plans,  etc.,  for  presentation  to  the 

120 


130  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS. 


WAR  ACTIVITIES  OF   BUREAU   OF    YARDS   AND   DOCKS.  131 

whole  board.  The  Bureau  of  Yards  and  Docks  assigned  two  drafts- 
men to  this  board  for  the  preparation  of  sketches,  plans,  estimates, 
and  the  like. 

Type  flan. — The  first  work  which  the  board  undertook  was  the 
development  of  a  "type  plan  "  for  a  navy  yard.  This  plan  embodied 
all  the  essential  features  of  the  shipbuilding  and  repair  yard,  con- 
sisting of  shipbuilding  slips,  dry  docks,  a  structural  shop,  a  ma- 
chine shop,  foundries,  a  woodworking  shop,  storehouses,  an  ad- 
ministration building,  and  all  of  the  auxiliary  buildings  necessary 
for  a  well-balanced  yard.  Considerable  study  was  given  to  this 
development  with  the  idea  of  establishing  an  ideal  or  type  plan, 
which  was  to  be  used  in  the  development  of  water-front,  docking, 
shipbuilding,  and  repair  facilities  for  those  navy  yards  which  were 
selected  for  expansion  for  war  emergency  work,  and  for  the  upkeep 
of  the  fleet  as  laid  down  in  the  1916  building  program. 

After  many  sketches  had  been  prepared  and  submitted  a  prelimi- 
nary plan  of  development  was  selected  having  ,  the  shipbuilding 
activities  at  one  end  of  the  water  front  and  the  dry  docks  at  the 
other  end,  with  the  industrial  buildings  lying  between  on  a  main 
water-front  street.  Piers,  1,200  feet  long,  spaced  300  feet  clear, 
projected  perpendicularly  from  this  street  and  were  served  by  rail- 
road tracks  connecting  each  with  all  buildings  and  dry  docks.  Back 
of  the  main  water-front  street  section,  all  of  the  auxiliary  buildings 
were  indicated.  With  this  so-called  ideal  plan  of  development 
before  it  (see  cut)  the  board  proceeded  to  the  consideration  of  the 
requirements  of  the  various  yards. 

Norfolk  plan.—T\iQ  first  yard  plan  to  be  undertaken  was  that  for 
Norfolk,  it  being  necessary  to  determine  the  location  of  the  struc- 
tural shop,  appropriation  for  which  was  contained  in  the  naval  bill 
of  August  29,  1916.  After  several  plans  of  development  had  been 
drawn  up  by  the  sub-board,  giving  full  consideration  to  a  plan  of 
water-front  development  recommended  by  the  Assistant  Secretary 
of  the  Navy,  a  plan  was  finally  submitted  to  the  whole  board  on  Jan- 
uary 16, 1917.  This  plan  was  approved  by  the  whole  board  and  sub- 
mitted to  the  Secretary  of  the  Navy,  who  approved  the  plan  as  a 
basis  for  future  development  on  February  5,  1917. 

Philadelphia  plan. — The  Philadelphia  yard  was  next  taken  up,  and 
as  many  as  20  plans  were  developed  before  a  final  scheme  was  arrived 
at.  This  final  scheme  was  submitted  to  the  whole  board  in  tentative 
form,  and  after  a  few  slight  modifications  was  approved  and  sub- 
mitted to  the  Secretary  of  the  Navy  for  final  approval,  which  was 
given  on  May  1,  1917. 

Puget  Sound  plan. — Civil  Engineer  Gregory,  then  public  works  of- 
ficer of  the  Puget  Sound  navy  yard,  was  ordered  to  Washington  for 
consultation  in  reference  to  the  development  of  that  yard.    He  had 


132  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AI^D   DOCKS. 

prepared  for  the  Commission  on  Navy  Yards  and  Naval  Stations  a 
plan  of  development  which  was  given  consideration  by  the  sub-board, 
bearing  in  mind  the  previously  prepared  development  plans  for  Nor- 
folk and  Philadelphia.  After  several  additions  to  and  relocations  of 
water-front  structures  had  been  made,  a  plan  was  adopted  and  sub- 
mitted to  the  whole  board,  which  approved  the  sub-board's  plan  and 
submitted  same  to  the  Secretary  of  the  Navy,  the  plan  being  approved 
on  May  25,  1917.  Two  additions  to  this  plan  have  been  made  and 
approved,  one  showing  the  development  of  the  northeast  corner  for 
the  storage  of  structural  steel,  on  November  30,  1918 ;  and  the  second, 
designating  the  area  directl}^  north  of  dry  dock  No.  2  for  a  foundry 
and  the  area  south  of  the  officers'  quarters  for  a  forge  shop,  on  Febru- 
ary 11,  1919. 

Naval  Of  crating  hase^  Ham/pton  Roads. — After  the  Puget  Sound 
yard  plan  had  been  approved,  the  members'  attention  was  given  to  the 
proposed  naval  operating  base,  Hampton  Roads,  Va.  This  property, 
comprising  the  old  Jamestown  Exposition  site  and  the  Pine  Beach 
Hotel  property,  was  offered  as  a  site.  The  board,  after  studying  the 
requirements  of  a  naval  operating  base,  tentatively  fixed  the  areas  to 
be  set  aside  for  each  activity,  namely,  aviation,  recruit  training  sta- 
tion, submarine  base,  and  fleet  supply  base.  The  tentative  assignment 
of  space  for  these  activities  received  the  Secretary's  approval  in  the 
early  part  of  June,  1917,  and  plans  Avere  begun  for  the  development 
of  the  training  station,  active  construction  of  which  started  on  July 
4,  1917. 

Pacific  stations. — After  the  approval  of  the  naval  operating  base 
plans,  the  board  ceased  to  function,  "owing  to  war  activities,  until 
March  7,  1919,  when  it  reconvened  and  gave  consideration  to  the 
development  of  stations  on  the  Pacific.  Plans  for  Pearl  Harbor, 
Guam,  and  Cavite  are  now  under  consideration. 

DEVELOPMENTS  UNDERTAKEN. 

The  more  imj)ortant  general  development  projects  undertaken  at 
the  various  yards  and  stations  are  covered,  by  locations,  below: 

NAVAL  OPERATING  BASE,  HAMPTON  ROADS,  VA. 

Necessity. — War  having  been  declared,  it  was  seen  that  the  projected 
base  at  Hampton  Roads  would  have  to  be  developed  as  an  emergency 
measure  rather  than  by  the  conventional  method  of  growth,  in  order 
that  fleet  operations  might  be  supported  at  the  earliest  opportunity 
by  the  facilities  of  this  magnificent  location,  with  its  many  natural 
and  artificial  advantages. 

Site. — Two  sites  were  proposed  for  this  operating  base — one  on 
the  York  River  in  the  vicinity  of  Yorktown,  the  other  on  the  former 
Jamestown  Exposition  site  at  Sewalls  Point,  fronting  on  the  Eliza- 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   A2s^D   DOCKS.  133 


West  bulkhead  before  filling,  Naval  Operating  Base,  Hampton  Roads,  Va. 


Filling  behind  bulichead,  Naval  (.)ijprann.i,'  J'.ns>\   iiampron   Roads,  Va. 


134     WAR  ACTIVITIES  OF  BUEEAU  OF  YARDS  AND  DOCKS. 


Bulkheads  along  Boush  Creek,  Naval  Operating  Base,  Hampton  Roads,  Va. 


Bulkheads  for  aviation  pier,  Xaval  Operating  Base,  Hampton  Roads,  Va. 


WAE  ACTIVITIES  OF   BUREAU   OF   YAEDS   AND  DOCKS.  135 

beth  River  and  Willoughby  Bay.  After  much  discussion  as  to  the 
advantages  and  disadvantages  of  both  sites,  Sewalls  Point  was  finally 
selected  and  the  land  commandeered  by  the  Secretary  of  the  Navy 
for  immediate  development,  under  Presidential  proclamation  dated 
June  28,  1917.  Under  this  proclamation  the  President  set  aside 
the  sum  of  $1,200,000  as  payment  for  said  property,  and  the  sum 
of  $1,600,000  toward  the  development  of  the  base,  including  piers, 
storehouses,  fuel-oil  storage,  a  training  station,  and  recreation 
grounds  for  the  fleet  personnel. 

The  land  taken  over  comprised  approximately  474  acres,  367  of 
which  were  occupied  by  the  old  Jamestown  Exposition  grounds, 
100.8  acres  by  the  Pine  Beach  estate,  and  6  acres  by  Maryland  Ave- 
nue, a  thoroughfare  dividing  the  two  sections  of  the  property.  Of 
the  grand  total,  397.6  acres  were  high  ground  and  70.1  acres  ground 
outside  of  the  well-defined  high-water  line. 

The  property,  when  taken  over,  was  very  densely  covered  with 
underbrush,  and  the  improvements  constructed  during  the  James- 
town Exposition  were  in  a  very  poor  state  of  repair.  The  section  to 
the  west  of  Maryland  Avenue,  the  Pine  Beach  area,  was  occupied 
by  a  negro  settlement  known  as  White  City.  The  buildings  com- 
prising this  settlement  were  of  the  typical  southern  negro  shanty 
type,  there  being  a  few  buildings  of  a  more  pretentious  nature  in  the 
way  of  hotels  used  during  the  exposition  time,  and  a  few  small  stores. 
All  of  the  temporary  buildings  of  the  Jamestown  Exposition  had 
been  removed,  and  there  remained  on  the  site  only  the  central  group, 
comprising  the  auditorium  building,  the  Hall  of  Histor3%  and  a  num- 
ber of  the  State  buildings. 

At  the  extreme  east  of  the  exposition  site,  in  the  district  east  of 
Commonwealth  Avenue,  quite  a  number  of  houses  had  been  erected 
by  private  owners.  This  district  had  been  subdivided  by  real  estate 
operators  and  the  lots  sold  off  to  numerous  private  individuals.  The 
houses  which  were  constructed  were  of  a  simple  character  and  had 
very  little  relation  to  the  general  development  of  the  subdivision. 

A  board  appointed  to  fix  the  value  of  the  property  within  the 
site  selected  for  the  naval  operating  base,  in  accordance  with  the  pro- 
vision of  the  act  of  June  15,  1917,  reported  the  value  of  the  property 
to  be  $1,422,935.  The  assessed  value  of  the  property  was  $362,117.13. 
The  amount  asked  for  the  property  and  improvements  by  the  nu- 
merous owners  was  $3,009,935.56.  Of  this  latter  amount  $1,909,647.26 
was  the  asked  price  for  that  portion  of  the  property  knoAvn  as  the 
exposition  site,  and  $1,057,988.30  for  the  portion  known  as  the  Pine 
Beach  site. 

Initial  cmistvuctioii.. — The  war  was  on  and  the  need  for  trained 
men  was  urgent.     The  recruits  must  have  their  first  training  on 


136  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS. 

shore,  and  to  give  it  training  camps  must  be  provided.  The  occu- 
pants of  the  site  were  immediately  (on  June  28,  1917)  notified  to 
vacate,  they  being  given  a  period  of  30  days  to  vacate  the  property. 
Active  construction  work  on  the  training-camp  section,  as  a  facility 
urgently  needed  and  susceptible  of  immediate  development,  began 
on  July  4,  1917,  under  the  direction  of  Capt.  F.  T.  Chambers 
(C.  E.  C),  U.  S.  N.,  and  four  civilian  assistants  from  the  Bureau 
of  Yards  and  Docks,  Messrs.  Sinclair,  Duba,  Burke,  and  Grimes. 
Within  a  period  of  30  days  housing  for  7,500  men  had  been  con- 
structed, consisting  of  barracks  buildings,  mess  halls,  lavatory  build- 
ings, storehouses,  and  the  necessary  auxiliary  construction,  includ- 
ing water  systems,  lighting,  roads,  and  walks.  This  also  necessi- 
tated the  construction  of  approximately  3  miles  of  standard-gauge 
railroad  to  afford  access  to  the  base,  the  clearing  of  approximately 
400  acres  of  ground  thickly  covered  with  underbrush,  and  the  de- 
velopment of  a  system  of  roads  to  connect  the  development  with  the 
county-road  sj'stem  of  Norfolk. 

The  transportation  problem  at  the  beginning  of  the  operations  was 
A'ery  difficult;  the  only  solution,  in  the  early  stages,  the  roads  being 
impassable  to  motor  equipment,  lay  in  transporting  all  construction 
material  from  the  nearest  railroad  siding,  approximatelj^  1^  miles 
distant,  by  horse-drawn  vehicles  carrying  only  half  loads.  It  was 
necessary  to  work  these  teams  in  two  shifts  in  order  to  avoid  delay 
to  the  work.  Excessive  rains  during  the  first  two  weeks  of  construc- 
tion also  tended  to  impede  the  work,  but  in  spite  of  impassable  roads, 
inclement  weather,  and  mud,  the  work  of  constructing  the  training 
camp  was  very  successfully  carried  out.  (See  chapter,  "  Training 
Camps.") 

Water-front  improvements^  etc. — The  next  portion  of  the  base  to 
receive  attention  was  the  water  front.  It  was  realized  that  the  avail- 
able land  was  insufficient  for  the  requirements,  and  it  was  therefore 
decided  to  bulkhead  and  fill  a  large  portion  of  the  flats  lying  to  the 
west  and  north  of  the  property  by  dredging  to  a  sufficent  depth  to 
allow  capital  ships  to  berth  at  piers  to  be  constructed  on  the  west 
water  front,  and  to  a  sufficient  depth  for  seaplanes  and  small  craft 
on  the  north  and  east  fronts.  The  material  thus  dredged  provided 
sufficient  fill  to  create  an  area  of  new  land  nearly  equal  to  that  in  the 
original  tract,  making  the  new  total  area  approximately  792.93  acres. 
For  the  west  front,  the  plan  contemplated  six  piers,  each  125  feet 
wide  and  1,400  feet  long,  with  300-foot  slips,  beginning  200  feet  from 
the  south  reservation  line.  Of  these  piers,  two  directly  opposite  the 
supply  base  (Nos,  2  and  3),  have  been  constructed.  The  northerly 
1,200  feet  of  this  water  front  were  assigned  to  the  submarine  base, 
which  is  described  more  fully  elsewhere.    The  inclosed  area  behind 


WAE   ACTIVITIES    OF   BUREAU   OF   YARDS   AND   DOCKS.  137 


Morchandlse  pier,  Naval  Operating  Base,  Hampton  Roads,  Va.     Bull^hcad  fill  not  made. 


Pier  No.  3,  Naval  Operating  r.a-'S   Hampton  Road>,  V; 


138  WAR   ACTIVITIES   OF   BI'REAU   OF   YARDS   AND   DOCKS. 


Aviation   station,   Naval   Operating  Base,   Hampton   Roads,   Va.,   showing  utilization   of 

former  exposition  lagoon. 


Concrete   sheet-pile  protection   of   existing  bulkhead   walls  of  lagoon.   Naval    Operatiuj 
Base,  Hampton  Roads,  Va. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS,  139 

the  north  bulkhead,  to  the  east  of  the  center  of  the  reservation,  Avas 
assigned  for  lighter-than-air  aviation  activities,  while  the  area  at  the 
extreme  east,  including  the  spit  of  land  (also  inclosed  by  bulkheads 
and  filled  and  enlarged) ,  was  assigned  for  heavier-than-air  aviation. 

The  total  length  of  bulkhead,  constructed  to  inclose  flat  lands 
offshore,  was  22,150  linear  feet.  The  work  of  constructing  this  bulk- 
liead,  with  the  10  timber  piers,  inclosing  bulkhead,  and  main  pier  of 
the  submarine  base,  and  merchandise  pier  No.  2,  was  divided  between 
two  contractors — James  SteAvare  &  Co.,  of  New  York,  constructing 
the  merchandise  pier,  9,250  feet  of  the  inclosing  bulkheads,  and  the 
main  submarine  base  pier,  and  H.  P.  Converse  &  Co.  constructing 
the  submarine  piers,  the  inclosing  bulkhead  of  the  submarine  basin, 
and  12,900  feet  of  the  inclosing  bulkheads  on  that  portion  to  the  east 
of  the  lagoon  on  the  north  front.  The  work  on  these  contracts  was 
done  during  the  fall  and  winter  of  one  of  the  severest  seasons  ex- 
perienced in  the  Hampton  Roads  region,  the  Roads  being  frozen 
from  shore  to  shore  for  a  considerable  portion  of  January  and  Febru- 
ary of  1918,  and  it  being  impossible  to  operate  water  equipment 
during  a  great  portion  of  this  time.  Severe  blows  accompanied  by 
extreme  cold  weather  were  experienced  during  the  greater  part  of 
the  winter.  The  contracting  companies  displayed  great  energy  in 
constructing  this  work,  and  the  job  was  very  successfully  completed 
under  extremely  difficult  conditions.  The  amount  of  money  ex- 
pended on  these  contracts  was  $3,104,281.28. 

Approximately  8,000,000  yards  of  dredging  was  performed  on  the 
various  fronts — in  the  submarine  basin,  alongside  the  merchandise 
piers,  and  in  front  of  the  bulkheads  to  the  west  and  east ;  there  were 
also  dredged  a  channel  into  Bush  Creek  for  training-station  vessels, 
and  a  large  deploying  space  in  front  of  the  aviation  section  for 
seaplanes.  This  work  was  performed  by  two  contractors  at  a  total 
cost  of  about  $2,373,000.  The  material  was  moved  entirely  by  suction 
dredges,  which  pumped  through  pipe  lines  to  the  areas  behind  the 
bulkheads  until  the  elevation  had  been  raised  to  10  feet  above  low 
Ti'ater.  The  material  pumped  varied  in  nature  from  a  sandy  soil  that 
drained  in  a  comparatively  short  time  without  serious  settlement, 
making  part  of  the  new  land  generally  available  for  improvement 
without  delay,  to  mud,  clay,  and  silt. 

The  water  area  inclosed  within  the  old  Government  pier,  built  at 
the  time  of  the  Jamestown  Exposition,  was  used  during  the  early 
activities  at  Hampton  Roads  for  aviation.  Temporary  Avooden  han- 
gars, shop  buildings,  and  an  office  building  wefe  constructed  just  in- 
shore from  the  end  of  the  pier,  and  two  hangars  and  a  launching  pier 
on  the  outboard  end. 

There  also  remained  standing,  along  the  water  front  to  the  east 
and  west  of  the  central  exhibition  group,  a  row  of  the  buildings  once 


140  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS. 

used  for  State  exhibits.  These  vcGve  of  a  permanent  character  and 
were  converted  into  officers'  quarters.  A  considerable  amount  of 
money  was  expended  for  this  purpose,  and  also  for  rehabilitating  the 
central  group  of  exposition  buildings,  the  main  building  being  con- 
verted into  an  auditorium,  Avith  district  and  base  administration 
offices  in  either  wing.  The  old  History  Building  was  used  during  the 
construction  period  as  a  public  Avorks  office  building,  and  later  used 
as  an  armory. 

The  general  layout  of  the  grounds  as  it  existed  during  the  ex- 
position period  was  maintained  as  far  as  possible,  the  water  and 
sewer  systems  being  made  use  of  to  their  fullest  extent  and  repaired 
where  necessary.  The  streets  were  maintained,  and  all  building  con- 
struction laid  out  so  as  to  conform  as  nearly  as  possible  to  the  former 
layout.  On  account  of  the  flat  nature  of  the  entire  area,  some  diffi- 
culty was  experienced  with  surface  drainage,  and  considerable  sums 
were  necessarily  expended  for  this  purpose.  During  the  early  period 
of  construction,  an  important  project  in  itself  was  the  erection  of  a 
10-foot  nonclimbable  wire  fence  along  the  entire  boundary  line  from 
mean  low  water  on  the  Elizabeth  River  to  mean  low  water  in  Boush 
Creek.  This  fence  was  approximately  one  and  one-half  miles  in 
length. 

The  transportation  difficulties  for  workmen  employed  by  the  con- 
tractors were  overcome  in  the  early  stages  of  operation  by  the  base 
authorities'  insistence  upon  the  placing  of  sufficient  cars  on  the  Pine 
Beach  run  to  enable  the  workmen  to  be  transported  to  and  from 
Xorfolk,  a  distance  of  approximately  7  miles.  After  numerous  con- 
ferences, the  Norfolk  traction  officials  consented  to  increase  the  serv- 
ice on  this  line  to  accommodate  7,000  workmen  who  were  employed 
during  the  construction  period. 

The  railroad  connection  to  the  base  Avas  an  item  provided  under  a 
serious  handicap.  At  the  time  of  beginning  of  work  there  was  a 
stub-end  railroad  at  approximately  one-quarter  of  a  mile  from  the 
boundary  line  of  the  naval  base,  this  track  being  adjacent  to  the 
roundhouse  of  the  Virginian  Railway.  There  being  no  Government 
railroad  material  immediately  available,  nor  labor  skilled  in  this 
class  of  work,  the  cooperation  of  the  Virginian  Railway  in  the  fur- 
nishing of  material  and  foremen  was  secured.  A  spur  track  was 
then  built  for  a  distance  of  approximately  3  miles  into  the  base. 
The  railroad  connection  was,  of  course,  essential  both  to  the  con- 
struction and  subsequent  operation  of  the  base.  Since  the  initial 
railroad  connection  was  made,  over  9  miles  of  railroad  have  been 
constructed  within  the  reservation. 

There  is  attached  hereto  a  plan  showing  the  site  of  the  operating 
V)ase  on  June  27,  1917,  and  also  one  representing  conditions  existing 
on  July  1, 1920,  which  drawings  will  quite  clearly  indicate  the  magni- 


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37022 — 21.     (To  face  page  140.)     No.  1 


(To  face  page  140.)     Ho. 


AHB 


i  ^ ^'  if 


MS:^r 


UNIT 


cT' 


H-2^~M~f^: 


■^      eiLevat 


MAP  or  THE 

NAVAL  OPERATING  BASE 
1  HAMPTON  ROADS.  VA. 

J  SHOWING 

i    IMPROVEMENTS  TO  JUNE  30 I9S0. 


:°hP-'gji"ii:^;.l:<S.U-f'- 


c 


c 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS    AND   DOCKS.  141 


Schmoele  tract,  Navy  Yard,  Norfolk,  Va.,  before  development. 


Schmoele  tract,  Navy  Yard,  Norfolk,  Va.,  after  development. 


142  WAR   ACTIVITIES   01'    BUREAU    OF   YARDS   AND   DOCKS. 


^^^^H^^K^^'  ' 

11*' 

its     -                  \ 

.\/'  ..-               --«•      , 

Quay  wall  construction,  Navy  Yard,  Norfolk,  Va.     Jetting  of  concrete  sheet  piles  in 

foreground. 


Constructioi 


taiiiiuy  wall.  Navy  Yord,  Norfolk,  Va. 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  143 

tude  of  the  base  and  the  vohime  of  the  work  accomplished  during 
the  three  years  of  Government  occupation.  The  development  to  date 
includes  two  traiiiing  camps,  for  14,000  men  each,  the  aviation  base, 
with  a  flying  field  and  four  large  seaplane  hangars  and  miscellaneous 
buildings  and  facilities,  the  submarine  base  for  31  boats,  and  the 
supply  base  with  its  nearly  2,000,000  square  feet  of  covered  storage 
area.  The  component  parts  of  this  great  naval  base  are  covered, 
more  in  detail,  under  the  various  particular  headings. 

NAVY  YARD,  NORFOLK,  VA. 

The  principal  development  work  at  the  Norfolk  yard  consisted  of 
the  new  1,000-foot  dry  dock  and  the  building  up  of  a  new  shipbuild- 
ing and  industrial  plant  on  the  low  marsh-land  adjoining  the  yard 
and  known  as  the  "  Schmoele  tract."  The  construction  of  this  large 
dry  dock  and  of  the  various  shops,  building  ways,  and  water-front 
improvements  of  the  industrial  development  are  described  in  their 
appropriate  chapters.  The  power  and  power  distribution  develop- 
ment made  necessary  by  this  great  expansion  is  also  discussed  else- 
where. 

NAVY  YARD,  PHILADELPHIA,  PA. 

The  development  work  laid  out  for  the  Philadelphia  yard  was 
of  a  more  general  nature  and  covered  almost  the  entire  reservation. 
In  addition  to  the  dry  dock  and  the  shipbuilding  and  power  plant 
developments,  described  under  those  general  headings,  the  yard's 
storage  facilities,  permanent  and  temporary,  were  increased  many- 
fold  ;  Marine  Corps,  training  camp,  and  hospital  reservations  have 
been  developed  to  a  great  extent;  and  a  new  naval  aircraft  factory 
was  constructed  and  placed  in  operation  in  record  time.  All  of  these 
improvements  are  covered  in  greater  detail  under  the  respective  gen- 
eral headings.  As  a  result  of  the  various  improvements,  the  de- 
veloped area  of  this  yard  is  now  approximate!}^  280  acres,  practi- 
cally double  the  corresponding  area  of  1916. 

NAVY  YARD,  NEW  YORK. 

At  the  New  York  yard,  because  of  its  restricted  space,  the  develop- 
ment has  been  almost  entirely  for  shipbuilding  and  industrial  pur- 
poses; the  shipbuilding  and  repair  shops,  ways,  etc.,  are  covered 
under  that  general  heading,  and  the  large  11-story  general  store- 
house and  several  temporary  storehouses  are  dealt  with  under  the 
heading;  "  storag-e  facilities." 

To  provide  the  necessary  space,  as  well  as  to  provide  properly  for 
these  activities  themselves,  it  was  necessary  to  eliminate  from  the 
37022—21 10 


144 


WAR    ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS.     *       145 


View  lorikin-  west   fiviiii   radio   tower,   Navy   Yard,    rhiladelphia.   Pa. 


Stniftiiral  shop  and  shipbuilding  slips,  Navy  Yard,  Philadelphia,  Pa.     Dry  Dock  No.  3 

in  foreground. 


146  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS. 

yard  some  of  its  former  activities,  such  as  fleet  supply,  provisions 
and  clothing  handling,  etc.,  to  commandeered  property  and  to  the 
new  fleet-supply  base.  South  lirooklyn. 

NAVY  YARD,  PUGET  SOUND,  WASH. 

The  following  discussion  of  the  development  of  the  Puget  Sound 
yard  is  based  on  the  personal  account  of  Capt.  L.  E.  Gregory,  the 
civil  engineer  officer  in  charge  of  public  works  at  that  point  from 
1913  to  1920,  inclusive  : 

Freliininarij. — The  necessity  for  nioderniziiii?  this  yard  in  many  important 
particulars  was  early  seen,  and  a  close  study  of  the  yard's  needs  was  made  by 
the  public  works  officer  in  conjunction  with  the  heads  of  other  yard  divisions 
and  departments.  Several  board  reports  were  submitted  at  different  times, 
but  by  far  the  most  complete  and  comprehensive  was  that  submitted  in  the 
latter  part  of  1916,  under  the  direction  of  the  commandant  of  the  station, 
Admiral  (then  Captain)  Robert  E.  Ck)ontz,  U.  S.  N.  As  the  World  War  had 
been  in  progress  for  some  time,  these  studies  were  naturally  made  in  a  very 
thorough  manner,  and  it  was  with  great  satisfaction  that  the  officers  of  the 
yard  noted  that  these  plans  wore  singularly  in  harmony  with  the  ideal  yard- 
development  plan  prepared  by  the  Development  Board.  The  Conunission  on 
Navy  Yards  and  Naval  Stations  (the  "Helm  commission")  arrived  at  the  yard 
on  January  6,  1917,  when  it  was  found  that  the  yard  officers  had  been  worli- 
ing  along  lines  which  coincided  to  a  very  marked  degree  with  the  commission's 
views. 

Only  the  day  before  the  comnussion's  arrival  the  yard  received  notice  that 
it  had  l)een  selected  as  one  of  those  to  be  developed  for  shipbuilding  purposes, 
and  that  an  award  had  been  made  to  it  for  the  construction  of  ways  for  the 
building  of  an  ammunition  ship  for  the  fleet.  The  Helm  conunission  left  the 
yard  on  February  3,  1917,  and  it  was  subsequently  learned  that  it  had  made 
reconnnendations  for  the  expenditure  of  large  sums  of  money,  with  a  view  to 
extending  the  yard's  facilities  to  a  very  marked  degree  in  all  phases,  it  being 
realized  that  at  Puget  Sound  there  should  be  developed  a  naval  station  of  the 
first  class. 

Important  work  was  undertaken  during  the  war  toward  increasing  the  fa- 
cilities for  shipbuilding  and  storage,  and  also  for  the  encampnient  of  naval 
recruits.     These  matters  are  detuilefl  in  other  chapters. 

Bremerton  ivater  supply. — The  yard  was  dependent  u^on  the  Bremerton 
nuuiicipal  water  company  for  its  fre.sh-water  supply,  and  early  in  1917  it  was 
realized  that  the  very  misatisfactory  condition  of  this  supply  was  u  grave 
menace  to  the  yard.  The  system  had  shortly  before  been  taken  over  by  the 
city  of  Bremerton,  and  as  negotiations  had  been  pending  for  several  years,  the 
former  owners  had  refrained  from  making  expenditures  for  improvements  to 
the  plant.  While  this  supply  had  ample  quantity  at  its  source,  the  main  from 
source  to  town  was  of  wood,  very  old,  and  subject  to  frequent  breaks,  which  often 
cut  off  the  town  completely  from  service.  The  navy  yard  had  secured  itself  against 
disaster  by  installing  reservoir  capacity  within  the  yard  proper,  aggregating 
about  2,600,000  gallons,  which  would  tide  it  over  several  days  of  isolation  from 
outside  supply,  but  in  the  event  of  a  complete  breakdown  of  the  Bremerton 
plant,  this  resource  would  have  been  unavailing.  It  was  realized,  therefore, 
that  Bremerton  .should  not  only  improve  its  pumping  plant  and  its  mains  but 


WAIl  ACTIVITIES  OF   BUREAU    OF   YARDS   AND   DOCKS.  147 


Filliiit,^  iipiTatiDii  in  progress.  Navy   Y:ii(l,  Piiget  Souiid,   Wash. 


iig^isgm^msiaiiiiSiitti'^'MiKi^ 


Filling  oporation  in   progress,  Navy  Yard,  Piiget   Sound,   Wash.,  showing  extension  ol" 

shore  line. 


148  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


Grading  aud  Oiling  operations,  Navy  Yard,  Puget  Sound,  Wash.     General  view. 


Grading  operation   .iirniilctcd,  Navy  Yard,   I'ugot  Sound,    Was 


WAR  ACTIVITIES   OF   BUEEAU    OF   YARDS   AND  DOCKS.  149 

should  also  have  a  reservoir  capacity  of  approximately  10,000,000  gallons 
closer  to  the  town.  Accordingly,  on  May  22,  1917,  a  conference  was  held  in  the 
office  of  Admiral  Coontz,  the  commandant,  with  the  mayor  of  Bremerton,  the 
city  engineer,  and  the  public  works  officer,  to  discuss  ways  and  means.  It  was 
decided  that  Bremerton  should  make  improvements  along  the  lines  above  noted, 
and  this  work  was  pushed  with  intelligence  and  zeal.  Within  a  few  months 
the  city  had  available  a  water  supply  which  was  able  to  meet  a  growth  which 
could  not  have  been  anticipated  and  which  was  far  in  excess  of  any  that  had 
occun-ed  for  many  years  prior  thereto.  Increasing  activities  of  the  navy  yard, 
together  with  the  great  increase  in  housing  facilities  throughout  the  city,  more 
than  doubled  the  water  consumption  and  justified  the  large  expenditure  entailed 
upon  the  city.  The  public  works  officer  acted  as  consulting  engineer  on  this 
work  without  compensation. 

Government  housing. — Bremerton  came  in  for  substantial  recognition  by  the 
United  States  Housing  Corporation,  and  conferences  were  held,  beginning  in 
March  of  1918,  between  representatives  of  the  housing  corporation  and  the  yard 
authorities.  The  need  for  housing  in  connection  with  yard  activities  was 
urgent,  and  a  very  successful  program  was  carried  out.  This  is  covered  more 
fully  in  the  proper  chapter. 

General.- — Reference  is  here  made  to  the  visit  of  the  public  works  officer  to 
Washington  early  in  1917,  in  connection  with  the  plans  being  formulated  for 
navy  yard  development.  In  view  of  the  detailed  studies  he  had  made  on  this 
question  during  a  period  of  several  years  preceding,  he  was  able  to  render  the 
bureau  considerable  assistance  in  working  up  the  official  plan  for  Puget  Sound. 
Such  a  plan  was  finally  evolved  and  was  approved  by  the  Secretary  of  the 
Navy  in  the  latter  part  of  May,  1917.  It  has  since  been  followed  with  but 
slight  modifications.  One  of  the  principal  features  of  this  development  was  the 
making  available  for  building  purposes  of  a  very  considerable  tract  of  high, 
undulating  land  in  the  central  portion  of  the  yard  in  front  of  the  quarters, 
which  had  been  usable  for  many  years  only  as  golf  links,  and  during  the  war 
was  made  use  of  for  the  temporary  training  camp.  The  idea  was  conceived  of 
grading  down  this  land  to  the  industrial  yard  level  and  utilizing  the  soil  in 
filling  along  the  water  front.  The  building  area  of  the  yard  was  thereby  in- 
creased in  a  twofold  manner  by  making  available  land  areas  previously  too 
high  for  use  and  by  utilizing  the  waste  material  in  filling  areas  previously 
submerged  and  bringing  this  fill  up  to  level.  The  area  of  land  to  be  gained  in 
this  development  was  approximately  120  acres.  The  idea  of  this  development 
was  suggested  by  the  public  works  officer,  and  was  embodied  in  a  contract  made 
in  1918.  This  contract,  involving  the  excavation  and  deposit  of  about  2,000,000 
cubic  yards  of  earth,  comprised  the  first  and  largest  portion  of  the  grading 
operation,  and  has  now  been  completed.  The  plan  as  a  whole  contemplates  the 
construction  of  a  concrete  sea  wall  along  the  entire  new  front,  but  lack  of  funds 
has  precluded  the  latter  undertaking  as  yet.  The  work  already  done  was  per- 
formed under  contract. 

Further  increases  of  land  were  made  by  purchases  of  three  separate  areas,  one 
along  the  water  front  at  the  easterly  end  of  the  yard,  aggregating  about  7  acres, 
including  tide  lands  and  uplands,  and  extending  the  length  of  the  water  front 
about  800  feet ;  another  small  area  of  about  six-tenths  of  an  acre  at  the  north- 
east corner  of  the  yard,  providing  storage  space  for  steel,  adjacent  to  the  ship- 
fitters'  shop ;  also  an  area  of  20  acres  at  the  northwest  corner  of  the  yard,  de- 
signed to  be  used  for  military  or  storehouse  purposes.  The  public  works  officer 
conducted  all  of  the  preliminary  negotiations  with  owners  and  rendered  assist- 
ance to  the  Board  on  Condemnation  of  Land,  which  had  its  hearings  in  Bremer- 
ton in  the  latter  part  of  1919. 


150  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

NAVY  YARD,  MARE  ISLAND,  CALIF. 

The  development  at  Mare  Island  included  shipbuilding  and  repair 
facilities,  storage  facilities,  a  training  camp,  and  hospital  and  sub- 
marine base  projects  covered  under  those  respective  headings. 

Another  project  that  has  been  completed,  of  considerable  impor- 
tance to  this  yard,  is  the  causeway  connecting  the  yard  with  the 
mainland  at  the  city  of  Vallejo.  Prior  to  its  completion  all  rail- 
road freight  was  received  at  and  shipped  from  Mare  Island  by  means 
of  car  floats,  and  on  account  of  the  slow  service  and  high  freight 
charges  resulting  from  this  method  of  handling,  the  need  of  a  direct 
railroad,  as  well  as  highway,  connection  had  long  been  recognized. 
With  the  great  increase  in  volume  of  freight  during  the  war,  this 
situation  became  acute,  and  accordingly,  in  order  to  eliminate  costly 
delays  and  to  save  thousands  of  dollars  in  freight  rates  annually, 
the  construction  of  the  causeway  was  authorized  and  carried  out 
under  funds  allotted  from  the  appropriation  '"  Emergency  expenses." 

During  the  year  1918  several  preliminary  studies  were  made  by 
the  yard  for  the  connection  of  the  tracks  of  the  causeway  and  of  the 
yard  with  those  of  the  Southern  Pacific  system,  and  estimates  were 
submitted  to  Congress  to  cover  this  part  of  the  project.  As  a  result 
there  was  made  available,  in  the  naval  act  of  July  11,  1919,  the  sum 
of  $165,000  to  cover  the  purchase  of  right  of  way  and  the  construc- 
tion of  the  railroad  connection  between  the  causeway  tracks  and  the 
South  Vallejo  railroad  yards.  Direct  rail  connection  has  been  made 
to  the  yard  over  the  causeway  by  agreement  with  two  electric  rail- 
roads— the  San  Francisco,  Napa  &  Calistoga,  and  the  Sacramento 
Northern. 

The  causeway  itself  is  of  timber  pile  trestle  construction,  and 
provides  a  single  standard-gauge  railroad  track,  an  8-foot  side- 
walk, and  a  roadway  20  feet  wide.  The  over-all  width  of  the  cause- 
way is  40  to  44  feet,  and  its  length  about  3,000  feet.  A  steel  bascule 
bridge  of  an  80- foot  clear  span  is  provided  at  the  crossing  of  the 
channel  to  allow  the  passage  of  vessels  tlirough  the  strait.  The 
electrification  work  consisted  of  the  installation  of  an  overhead-wire 
system  in  accordance  with  the  standards  of  the  operating  company^ 
the  San  Francisco,  Napa  &  Calistoga  Railway. 

The  causeway  was  constructed  under  contract;  the  wye  tracks 
and  classification  yard  by  yard  labor;  and  the  electrification  work 
under  contract  with  the  San  Francisco,  Napa  &  Calistoga  Kail- 
way. 

NAVY  YARD,  PORTSMOUTH,  N.  H. 

The  general  development  projects  at  this  yard  have,  comparatively 
speaking,  not  been  extensive.  The  yard  was  equipped  for  building 
submarines  and  carried  that  work  on  actively. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  151 


Causeway  connecting  Mare  Island  Navy  Yard  with  mainland. 


Causeway  connecting  Mare  Island  Navy  ^    iM      iili  mainland;  bascule  bridge  raised 


152  WAR   ACTIVITIES    OF   BUREAU   OF    YARDS   AND   DOCKS. 


Concrete  retaining  wall  for  pier,  Naval  Air  Station,  Pensacola,  Fla. 


/ 


Fler,  Naval  Air  Station,   Pensacola,  Fla.     Dredging  and  filling  In  progress. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS,  153 

NAVAL  AIR  STATION,  PENSACOLA,  FLA. 

The  navy  yards  at  which  important  development  ^York  of  a  gen- 
eral character  has  been  carried  out  have  now  been  reviewed.  A  num- 
ber of  important  general  develojjment  projects  at  various  naval  sta- 
tions are  still  to  be  mentioned. 

The  principal  development  of  the  Pensacola  station  has  been  for 
purposes  connected  with  aviation,  but  in  order  to  provide  needed 
berthing  facilities  for  supply  vessels  and  others  and  to  replace  the 
old  timber  wharves  destroyed  by  storm  in  July,  1916,  a  pier,  60  by 
o80  feet,  and  1,600  linear  feet  of  quay  wall  were  constructed.  This 
Mork  is  of  the  same  permanent  type  as  the  fitting-out  pier  and  quay 
Avails  at  the  Norfolk  navy  yard  (described  under  ''  Shipbuilding 
and  repair  facilities"),  namel}^  the  relieving-platform  type  with 
concrete  sheet  piles  and  walls,  the  depth  of  water  in  this  case  being 
30  feet. 

NAVAL  TRAINING  STATION,  GREAT  LAKES,  ILL. 

The  training  camp  development  at  the  Great  Lakes  station  is  de- 
scribed elsewhere  in  this  volume. 

The  naval  appropriation  act  of  July  11,  1919,  contained  an  item 
authorizing  an  extensive  shore  protection  and  harbor  development 
project  for  this  station.  Under  this  authorization,  shore  protection 
work,  along  the  northerly  part  of  the  water  front,  has  been  very 
successfully  completed  by  station  forces,  and  plans  and  specifica- 
tions have  been  developed  to  cover  the  pier,  quay  walls,  breakwaters, 
and  dredging  and  filling  required  for  the  harbor  development. 

The  shore  protection  work  performed  consisted  of  a  series  of  18 
rock-filled  timber-crib  groins,  spaced  200  feet  on  centers,  and  placed 
at  right  angles  to  and  extending  about  90  to  155  feet  out  from  the 
shore,  in  order  to  arrest  the  scouring  of  the  shore  by  littoral  currents, 
and  to  facilitate  the  formation  of  a  protective  beach  by  the  deposition 
of  the  sand  carried.  In  connection  with  this  part  of  the  project, 
steps  have  also  been  taken  for  the  protection  from  erosion  of  the 
bluffs  along  the  water  front,  by  means  of  depositing  heavy  protective 
material  at  critical  points. 

The  entire  project,  when  completed,  will  provide  a  harbor  nearly 
half  a  mile  in  length  and  Avidth,  with  a  20-foot  depth  of  water,  pro- 
tected by  over  a  mile  of  breakwater.  The  development  inside  the 
harbor  will  ultimately  include  a  pier  50  by  about  700  feet,  about  2,000 
feet  of  quay  wall,  and  a  90- ton  marine  railway.  The  latter,  as  noted 
elsewhere,  will  be  erected  of  material  originally  purchased  for  ship- 
ment to  Corfu,  Greece,  but  held  in  this  country  upon  the  signing  of 
the  armistice. 


154  WAR   ACTIVITIES  OF   BUREAU   OF    YARDS   AND   DOCKS. 

PROPOSED  NAVAL  BASE,  SAN  FRANCISGO  BAY. 

Pursuant  to  the  recommendations  of  the  final  report  to  the  Presi- 
dent of  the  Commission  on  Navy  Yards  and  Naval  Stations,  on  the 
proposed  additional  navy  yard  on  the  Pacific  coast  (dated  September.' 
29,  1917),  further  studies  and  estimates  have  been  made  with  a  view' 
to  determinino-  the  relative  advantages  of  the  three  recommended 
sites  on  San  Francisco  Bay  (Alameda,  Hunters  Point,  and  Car- 
quinez  Strait).  The  work  of  completing  additional  subsurface  ex- 
ploration of  these  sites,  in  order  definitely  to  ascertain  conditions  and 
difficulties  that  might  be  expected  in  the  course  of  the  construction 
of  the  foundations  of  the  various  dry  docks,  waterfront  structures, 
and  buildings  at  each  of  the  three  sites,  has  been  expedited  in  order 
that  final  recommendations  as  to  site  may  be  placed  before  Congress. 

MOORING  FACILITIES. 

On  account  of  the  great  increase  in  the  number  of  ships  of  all 
classes  during  the  war,  it  has  been  necessary  to  increase  the  mooring 
facilities  at  the  various  stations.  Because  of  the  formation  of  the 
large  Pacific  Fleet,  the  demand  for  such  facilities  has  been  particu- 
larly urgent  at  stations  on  the  Pacific  coast. 

In  spite  of  the  very  limited  funds  available  for  such  projects,  a 
considerable  number  of  moorings  have  been  provided;  these  facili- 
ties are  of  types  in  accordance  with  the  type  of  vessels  to  be  moored, 
conditions  at  sites,  and  funds  available.  They  range  from  dolphins 
and  small  can  buoys  to  the  large  communication  buoys  used  for  flag- 
ship moorings. 


CHAPTER  VIII. 
SHIPBUILDING  AND  REPAIR  FACILITIES. 


GENERAL  CONDITIONS— IMPROVING  AND  EQUIPPING  OF  NAVY 
YARDS  FOR  THE  CONSTRUCTION  OF  SHIPS. 

Necessity  for  improveTnents. — One  of  the  most  important  provi- 
sions of  the  Navy  Department's  preparedness  program  of  1916  was 
that  for  increased  facilities  for  the  construction  of  ships,  particularly 
capital  ships,  at  the  Navy's  own  yards.  Prior  to  that  time  adequate 
plant  for  the  construction  of  large  battleships  was  limited  to  two 
navy  yards  and  a  few  privately-owned  shipyards.  The  proposed 
construction  of  battle  cruisers  longer  by  over  200  feet  than  any 
battleships  previously  laid  down,  and  of  larger  and  heavier  battle- 
ships, necessitated  the  remodeling  and  extending  of  such  building 
facilities  as  were  already  available.  The  decision  was  also  reached 
at  this  time  to  increase  and  improve  the  facilities  for  the  construction 
of  smaller  vessels — auxiliaries,  destroyers,  gunboats,  and  submarines. 

Inception. — Actual  progress  on  the  program  for  the  improvement 
of  building  facilities,  and  incidentally  repair  facilities,  was  started 
by  Congress  in  the  naval  appropriation  act  of  August  29,  1916,  when 
$6,000,000  was  made  available  for  the  improving  and  equipping  of 
the  navy  yards  at  Puget  Sound,  Philadelphia,  Norfolk,  New  York, 
Boston,  Portsmouth,  Charleston,  and  New  Orleans  for  the  construc- 
tion of  ships,  the  Norfolk,  Philadelphia,  Boston,  and  Puget  Sound 
yards  being  designated  for  the  construction  of  capital  ships.  The 
naval  act  of  March  4,  1917,  carried  an  additional  $12,000,000  for  this 
purpose,  to  be  used  in  the  event  of  the  Secretary  of  the  Navy  being 
unable  to  secure  from  private  shipbuilders  contracts  for  the  expedi- 
tious and  economical  construction  of  the  ships  authorized.  The  de- 
ficiency act  of  March  28,  1918,  and  the  naval  act  of  July  1,  1918. 
carried  further  appropriations  of  $1,570,000  and  $10,000,000,  respec- 
tively, for  these  improvements. 

During  the  progress  of  the  work  a  number  of  additional  appro- 
priations were  made  by  Congress,  both  to  cover  unprecedented  in- 
creases in  cost  of  construction  work  over  costs  prevailing  when 
preliminary  estimates  were  made,  and  to  cover  specific  projects  relat- 
ing to  the  shipbuilding  improvements.    A  tabulation  of  the  principal 

155 


156 


WAR   ACTIVITIES   01'   BUREAU   OF   YARDS   AND   DOCKS. 


appropriations  covering  shipbuilding  and  repair  facilities  (exclusive 
of  dry  docks)  follows: 

Principal   appropriations   for  shipbuilding   and  repair   fariUiics    {exclusive   of 

dry   docks ) . 


Date  of  ap- 
proval of  act. 


Aug.  29,1916 


Mar.  4, 1917 

Mar.  28,1918 

Julv  1,1918 

Oct.  6, 1917 


Mar. 
July 

June 
Mar. 
Julv 
Julv 
Mar. 


July 
June 


4,1917 
1,1918 

4, 1920 
4, 1917 
1,1918 
11,1919 
4, 1917 


1,1918 
4,1920 


Mar.  4, 1917 
Julv  1, 1918 
July    11,1919 


June 
Aug. 


4,1920 
29, 1916 


Mar.     4,1917 


July 
July 
June 
July 
July 
July 


1,1918 
11,1919 

4,1920 

1,1918 
11, 1919 

1, 1918 


June     4, 1920 
July    11,1919 


June  4, 1920 

Julv  1, 1918 

July  11,1919 

Aug.  29,1916 

Mar.  4, 1917 

July  1, 1918 

Nov.  4, 1918 

Julv  11,1919 

June  4, 1920 


July      1,1918 
June     4, 1920 


No. 


124 


124 
124 
124 


218 
218 
218 


Appropriation. 


Title. 


No. 


Subhead. 


Title. 


Improving  and  equipping  i 
of  navy  yards  for  the 
construction  of  ships. 

do 

.do. 
.do. 


Amount. 


S6, 000,000 


294  1  Handling  appliances 

296     Marine  railways 

21.5     Navy  Yard,  Portsmouth. 

21.5    do 

21.-)    do 

215    do 

216  1  Navv  Yard,  Boston 

216    do 

do 


216 

218     Navy  Yard,  New  York. . 


.do. 
.do. 
.do. 

.do. 


218 

219     Navv  Yard,  Philadelphia. 

219    do 

219    .....do 

219  I do 

219    do 

219  i do 

221  I  Navy  Yard,  Norfolk 

221    do 

221    do 

221    do 

221  ; do 

221    do 

221    do 

221    do 

221    do 

221    do 

221    do 

221    do 

221    do 

221    do 

221    do 

221    do 

222  Navy  Yard,  Charleston.. 

222    do 

226     Navy  Yard,  Mare  Island 

226    do 

226    do 


226 
227 
232 

2.32 
2.32  ! 
274 

274 


.do. 


Navy  Yard,  Puget  Sound 

Naval  Station,  Pearl  Har- 
bor. 

do 

do 

Naval  Fuel  Depot,  San 
Diego. 

do 


161 
164 
165 
169 
191 
194 
196 
228 

230 
231 
236 

237 
203 
207 
211 
212 
213 
216 
221 
223 
226 
227 
230 
236 
246 
2.32 
237 
233 
234 
244 
238 
239 
242 
245 
113 
118 
220 
221 
226 

226 

226 

76 

78 

79 

1 


Crane  track  extension 

Addition  to  machine  shop 

Addition  to  foundry 

Welding  shop 

Extension,  chain  shop 

Machine  shop  and  foundry 

2.5-ton  floating  derricks 

RemodeUng  building  132  for  pattern 
shop. 

Machine  shop  extension 

Water-front  improvements 

Steel  storage,  crane  runway,  and 
cranes. 

Two  cranes  for  buUding  slips 

.50-ton  locomotive  crane 

Tracks,  streets,  and  sewers 

Paving,  tracks,  sewers,  etc 

Mattress  and  Ufe-preservcr  factory. . . 

Pattern  shop  and  storage 

Two  cranes  for  building  slips 

1.50-ton  floating  crane 

Structural  shop 

do 

Water- front  improvements 

do 

do 

do 

Streets,  tracks,  and  sewers 

do 

Galvanizing  shop 

Steel  storage 

do 

Auxiliary  fitting-out  cranes 

GradingSchmoele  tract 

Pattern  shop  and  storage 

Crane  for  building  slip 

Water-front  improvements 

Oxy-acetylene  plant 

Floating  crane 

do 

Structural  shop  and  auxiliary  im- 
provements. 

do 

20-ton  floating  crane 

Machine  shop 


Oxy-acetylene  building. 

Marine  railway 

do 


Relocation  and  increased  capacity, 
marine  railway,  and  adcDtional 
shore  facilities  at  repair  base. 


12,000,000 

1,570,000 

10, 000, 000 

4.50,000 

37.5,000 

11,000 

200,000 

130,000 

15,000 

60,000 

900,000 

40,000 

34,000 

400,000 
750,000 
200,000 

100,000 
100,000 
100,000 
100,000 
100,000 
400,000 
100,000 
265, 000 
400,000 
600,000 
.500,000 
500,000 
500,000 
230,000 
150,000 
100,000 
100,000 
400,000 
220,000 
100,000 

25,000 
400,000 

.50, 000 
200,000 

15,000 

.300,000 

450, 000 

1, 000, 000 

1,500,000 
50,0(X) 
100,000 

15,000 
200,000 
175,000 

750,000 


Total ' '    43,549,000 


In  addition  to  these  appropriations,  allotments,  totaling  several 
millions  of  dollars,  to  cover  projects  allied  to  or  forming  part  of 
the  shipbuilding  program  were  made  from  appropriations  "  Naval 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  157 

emergency  fund,"  "  Emergency  expenses,"  "  Repairs  and  preserva- 
tion," and  "  Contingent,"  and  from  general  and  specific  appropria- 
tions for  the  improvement  of  power  plants  and  distributing  systems. 

General  program. — The  schedule  for  the  apportionment  of  the  first 
two  appropriations  for  shipbuilding  facilities  was  worked  up  in 
correspondence  and  conferences  between  the  department  and  the 
various  bureaus  and  yards  concerned.  The  schedule  approved  by 
the  department  provided  for  improvement  at  the  Portsmouth  yard 
for  the  construction  of  additional  submarines,  minor  improvements 
at  the  Boston  yard  for  the  continued  construction  of  auxiliaries, 
the  equipment  of  the  New  York  j-ard  for  the  construction  of  an  addi- 
tional battleship,  of  the  Philadelphia  yard  for  the  construction  of 
one  battle  cruiser  and  one  battleship  (later  modified  to  two  battle 
cruisers  and  to  include  two  minesweepers),  of  the  Norfolk  yard  for 
one  battleship,  of  the  Charleston  yard  for  three  additional  destroyers, 
of  the  Puget  Sound  yard  for  the  construction  of  two  auxiliaries  or 
one  capital  ship  (later  modified  to  include  two  minesweepers),  and 
the  expansion  of  existing  ways  at  the  Mare  Island  yard  to  accommo- 
date the  construction  of  one  large  battleship. 

Development  of  ylaTis. — Prior  to  and  concurrently  with  the  work- 
ing up  of  this  schedule,  type  plans  were  prepared  in  consultation 
•with  the  bureaus  concerned  and  under  the  general  supervision  of 
the  Board  on  Development  of  Navy  Yard  Plans  (referred  to  on 
p.  129,  ante),  to  show  the  ideal  general  layout  of  a  plant  and  also 
to  show  the  general  features  required  for  each  of  various  utilities 
such  as  the  diiferent  shops,  building  ways,  fitting-out  berths,  etc. 
Such  requirements  as  maximum  clearances  and  crane  capacities  re- 
quired to  handle  various  parts  of  ships  assembled  in  shops ;  the  maxi- 
mum clearances  required  for  ships,  with  staging,  shores,  etc.,  at 
ways,  and  weights  necessary  to  be  handled  on  ways ;  the  weights  to  be 
handled  in  fitting  out  of  ships ;  and  arrangement  of  facilities  in  the 
manner  most  favorable  to  continuous  routing  of  materials  to  and 
through  shops  and  between  shops  and  ways  and  fitting  out  pier 
were  determined  at  this  stage. 

The  criterion  for  the  determination  of  the  dimensions,  clearances, 
and  weights  which  was  used  in  the  preparation  of  the  type  plans 
was  a  hypothetical  ship  whose  dimensions  were  fixed  by  the  maxi- 
mum capacity  of  the  locks  of  the  Panama  Canal  and  of  the  world's 
largest  dry  docks.  This  ship  would  have  a  length  of  1,000  feet, 
beam  of  109  feet,  and  draft  of  nearly  45  feet ;  and  inasmuch  as  the 
new  facilities  for  capital-ship  construction  have  been  made  adequate 
for  the  construction  of  such  a  ship,  or  capable  of  being  readily  ex- 
tended therefor,  it  is  anticipated  that  these  facilities  will  serve, 
without  radical  change,  for  many  years  to  come. 


158  WAK   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 

The  thoroughness  with  which  the  preliminary  interbureau  work 
leading  to  the  development  and  completion  of  these  plans  was  done 
is  evidenced  by  the  fact  that  it  has  been  necessary  to  make  but  few 
changes  of  any  importance  in  the  original  plans. 

In  planning  the  improvements  to  be  undertaken  at  the  various 
yards  the  type  plans  thus  prepared  were  used  as  far  as  was  practi- 
cable, taking  into  consideration  local  conditions  as  to  existing  facili- 
ties, additional  needs,  space  available,  foundations,  materials  of  con- 
struction, etc.,  and  the  limitations  of  funds.  By  thus  following  a 
uniform  plan,  considerable  time  was  saved  in  the  preparation  of 
designs  and  details  and  in  the  fabrication  and  erection  of  a  number 
of  structures. 

Upon  approval  of  the  schedule  of  improvements  at  the  various 
yards,  referred  to  above,  it  was  necessary  to  prepare  plans  and  specifi- 
cations for  the  numerous  projects  and  parts  of  projects  in  the  shortest 
possible  time.  To  design  the  individual  structures  and  prepare* 
these  plans  and  specifications  in  greater  or  less  detail,  as  required 
in  each  particular  case,  it  was  necessary  to  secure  from  each  yard  a 
large  amount  of  data,  such  as  test  borings,  test  piles,  elevations,  con- 
tours, soundings,  surveys  of  surface  and  subsurface  structures,  etc. 

The  technical  force  available  for  the  shipbuilding  facilities  and 
development  work  had,  for  the  most  part,  been  only  recently  assem- 
bled and  was  by  no  means  as  large  as  the  magnitude  and  urgency  of 
the  work  would  have  warranted.  Because  of  these  conditions  and  the 
need  of  providing  facilities  for  the  actual  construction  of  vessels  at 
the  earliest  practicable  date,  it  was  necessary  to  make  an  especially 
careful  study  of  the  relative  order  in  which  the  various  projects  would 
be  needed,  of  the  time  required  for  the  construction  of  each,  and  of 
probable  interferences  with  construction,  in  order  to  place  each  proj- 
ect, or  its  component  parts,  under  contract  in  the  most  logical  order. 

Difficulties. — The  unprecedented  magnitude  of  most  of  the  projects 
contemplated  and  the  many  intricate  engineering  problems  involved 
naturally  added  to  the  difficulty  of  preparing  and  completing  plans 
and  specifications  for  advertisement  and  of  handling  details  after 
award  of  contract.  The  difficulties  in  construction,  militating  against 
early  completion,  were  also  formidable.  On  every  liand  the  bureau 
was  faced  with  the  growing  stringency  in  the  material  and  labor 
markets,  mounting  costs,  conflicting  priorities  of  other  Government 
work,  and  interferences  with  other  contracts ;  in  fact,  every  abnormal 
condition  resulting  from  the  declaration  of  war  made  itself  felt  in 
some  degree  and  unavoidably  resulted  in  more  or  less  delay. 

Results. — Although  the  improvements,  in  the  main,  were  not  com- 
pleted until  after  the  signing  of  the  armistice,  and  although  work  on 
some  individual  projects  is  still  under  way  (for  example,  the  recon- 


WAK  ACTIVITIES  OF   BUREAU   OF   YARDS  AND   DOCKS.  159 

struction  of  battleship  ways  No.  1  at  the  navy  yard,  New  York,  and 
of  the  battleship  ways  at  Mare  Island,  which  projects  could  not  be 
undertaken  until  after  the  launching  of  the  Tennessee  and  the  Cali- 
fornia, respectively,  and  several  projects  authorized  by  Congress  to 
be  undertaken  in  1920  and  1921),  the  building  capacity  of  the  Navy's 
own  yards  has  now  been  increased  many  fold,  as  well  as  placed  on  a 
most  modern  basis  as  regards  plant  for  rapid  and  economical  con- 
struction of  vessels. 

The  following  table  is  included  in  order  to  show  the  increase  in 
capacity  and  the  scope  of  the  improvements  effected:     (Turn  over.) 
37022—21 11 


160 


\V\l\.   ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS. 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS. 


161 


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162  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

Storage  development. — The  expansion  of  shipbuilding  facilities 
necessitated,  of  course,  a  corresponding  increase  in  facilities  for  the 
storing  of  industrial  materials,  supplies,  etc.  These  facilities  are 
described  in  some  detail  elsewhere  in  this  volume. 

PROJECTS— CONSTRUCTION  DETAILS. 

INDUSTRIAL  BUILDINGS. 

General. — As  has  been  noted  before,  the  various  industrial  build- 
ings were  designed  on  the  basis  of  the  type  layout  worked  up  in  con- 
sidtation  with  the  bureau  concerned ;  dimensions  and  clearances  were 
determined  upon  after  consideration  of  operating  and  routine  re- 
quirements, equipment  to  be  installed,  sizes  of  pieces  to  be  han- 
dled, etc. 

Crane  capacities  and  lifts  were  determined  upon  after  considera- 
tion of  the  dimensions  and  weights  of  material  to  be  handled,  and 
in  so  doing  it  was  endeavored  to  provide  equipment  for  handling, 
economically,  the  ordinary  run  of  weights  as  well  as  the  maximum 
Aveights  expected.  To  allow  of  the  greatest  practicable  degree  of 
freedom  in  the  assembling  of  parts  in  shops,  and  consequent  economy 
in  ship  construction,  the  maximum  crane  capacities  have  been  fixed 
en  a  liberal  basis.  In  many  instances  the  maximum  capacity  is  ob- 
tained by  the  use  of  two  cranes  acting  together;  which  method  has 
the  obvious  advantage  of  providing  the  maximum  capacity  required 
(comparatively  seldom  needed)  without  the  purchase  of  cranes  too 
cumbersome  to  take  care  of  the  routine  handling. 

Other  considerations  invariably  borne  in  mind  in  shop  design  were 
adequate  natural  lighting  and  ventilation,  heating  and  electric  light- 
ing, and  safety  of  workmen.  The  large  proportion  of  sash  in  side 
''.vails  and  roofs  will  be  noted  from  the  illustrations.  In  general,  the 
roofs  of  the  large  shop  buildings  were  constructed  with  transverse 
or  longitudinal  monitors.  Heating  and  ventilating  and  lighting  svs- 
tems  were  designed  in  accordance  with  the  best  modern  practice,  and 
plans  for  buildings  and  services  were  examined  and  checked  from 
the  standpoint  of  safety. 

The  materials  generally  used  in  the  construction  of  shop  buildings 
were:  Framework,  structural  steel  except  for  galvanizing  and  oxy- 
acetjdene  plants,  pattern  shops,  and  other  smaller  shops ;  side  Avails, 
base  course,  8-inch  reinforced  concrete  or  brick,  remainder,  steel  sash 
and  plastered  4-inch  hollow  terra-cotta  tile ;  roofs,  gypsum  composi- 
tion (or  in  some  cases  concrete  or  Avood  sheathing)  coA-ered  Avith 
standard  pitch  (or  asphalt),  felt  and  slag,  or  asphalt  and  asbestos 
roofing ;  floors,  Avood  plank,  Avood  block,  concrete,  asphalt,  or  dirt,  as 
required  to  suit  the  particular  service  for  AA'hich  areas  are  to  be 
used. 


WAR  ACTIVITIES   OF   BUEEAU   OF   YAEDS   AND   DOCKS.  163 

Structural  steel  was  dictated  as  the  proper  material  to  be  used  for 
tiie  framework  of  most  of  the  shop  buildings  by  the  long  open  aisles 
and  long  sj)ans  required,  which  conditions  would  make  any  other 
class  of  construction  bulky,  heavy,  and  uneconomical,  if  not  entirely 
inadequate  from  a  structural  standpoint.  In  the  multiple-story  build- 
ings with  short  spans,  reinforced  concrete  was  used  as  being  the  most 
economical. 

Gypsum  composition  w^as  quite  generally  used  for  roof  slabs  on 
account  of  its  lightness  and  consequent  economy  in  design  of  steel- 
■v\  ork,  and  its  excellent  insulating  qualities. 

Hollow  tile  side  walls  were  used  for  similar  reasons.  Steel  sash 
was  used  for  obtaining  maximum  daylighting,  and  because  of  its 
almost  equally  obvious  advantages  of  economy,  fire  resistance,  and 
rapidity  of  erection. 

Structural  shojjs. — The  first  of  the  modern  structural  shops  to  be 
constructed  was  that  at  the  navy  yard,  Norfolk,  Va.,  authorized  in 
the  nnval  appropriation  act  of  August  29,  1916.  This  building  is 
300  feet  in  width  and  700  feet  in  length,  and  is  divided  into  three 
longitudinal  aisles  of  100  feet  width  each,  serving  as  shape,  plate, 
and  smith  and  boiler  shops,  respectively.  The  shape  and  plate  aisles 
have  clear  heights  of  46  feet,  and  are  each  equipped  with  two  over- 
head traveling  bridge  cranes  o£  15  tons  capacity  and  38  feet  lift, 
and  also  with  two  tiers  of  traveling  wall  cranes  of  3  to  5  tons  ca- 
pacity on  each  side.  The  smithery  aisle  has  a  clear  height  of  67 
feet,  and  has  15-ton  bridge  cranes,  and  also  wall-crane  service  similar 
to  that  of  the  other  aisles.  In  addition,  this  aisle  is  provided  with 
an  80-ton  bridge  crane,  of  55  feet  lift,  above  the  15-ton  cranes.  Al- 
though only  one  80-ton  crane  has  been  provided  thus  far,  the  run- 
way is  designed  for  the  use  of  two  such  cranes  acting  together  to 
provide  an  ultimate  lifting  capacity  of  160  tons. 

This  capacity  is  based  on  the  weight  of  the  largest  forgings,  such 
as  main  turbine  motors,  turbine  casings,  sternpost  castings,  boil- 
ers, etc. 

An  interesting  feature  of  the  bridge  cranes  of  the  smith  shops  is 
that  they  are  arranged  for  complete  electrical  control  from  stations 
on  the  floor  of  the  shop,  from  which  level  their  operations  can  be 
more  perfectly  coordinated  with  those  of  the  forging  hammers  and 
presses  than  is  possible  from  the  usual  operator's  cage  located  far 
above  the  level  of  the  blocks. 

Above  the  shape  aisle  is  the  mold  loft,  100  feet  by  700  feet,  on  the 
floor  of  which  the  lines  of  ships  are  laid  out,  and  templates  made  for 
the  work  of  the  structural  shop. 

The  type  plan  for  a  structural  shop  allows  for  lateral  extension 
of  the  group  to  provide  for  sheet  metal  and  pipe  and  plumbing  shops, 


164  AVx\E   ACTIVITIES    OF    lUT^KAU    OF    YARDS    AXD    DOCKS. 

and  such  future  extensions  liave  been  l)()rne  in  mind  in  the  locjitioTi 
and  details  of  buildin<xs  of  this  character  actually  placed. 

Another  important  feature  of  the  Norfolk  structural  shop  group 
is  the  steel-storage  shed  located  at  one  end  of  the  shops,  in  whicli  the 
plain  plates  and  shapes  are  stored  on  especiall}'  designed  founda- 
tions, bearers,  and  racks,  ready  for  routing  into  the  fabricating  shops. 
A  feature  of  this  shed  is  the  crane  service,  four  lines  of  cranes  being 
provided  to  move  the  material  to  cars  operating  on  tracks  running 
at  right  angles  to  cranes  and  into  the  shops.  Each  crane  is  equipped 
with  two  trolle3's  for  convenience  in  the  handling  of  long  plates  and 
shapes. 

At  Philadelphia,  the  next  yard  at  which  a  structural  shop  was 
constructed,  the  building  was  made  to  duplicate  that  at  Norfolk, 
except  that  it  was  found  satisfactory  and  economical  to  modify 
the  design  of  the  smithery  by  dividing  its  100-foot  aisle  into  a  65- 
foot  aisle,  with  full  height  and  crane  facilities,  and  a  35-foot  aisle 
of  comparatively  low  height,  and  with  only  a  5-ton  bridge  crane. 
This  saving  was  due  to  a  decision  to  place  the  heating  furnaces 
under  the  35-foot  aisles  opening  into  the  65-foot  aisle  and  to  pro- 
vide greater  headroom  and  full  crane  service  only  at  the  operating 
side  of  the  furnaces.  The  plan  for  Philadelphia  contemplates  the 
construction  of  a  steel-storage  shed  similar  to  that  at  Norfolk  at 
such  time  as  noninterference  with  dry-dock  construction  and  avail- 
ability of  funds  will  permit. 

The  next  shop  to  be  constructed  was  that  at  New  York,  but  on  ac- 
count of  the  limited  space  available,  the  initial  construction  was 
limited  to  shape  and  plate  aisles  100  by  580  feet  and  a  mold  loft  120 
by  580  feet.  The  development  plan,  however,  contemplates  ultimate 
expansion  to  full  si/e  and  to  include  all  structural  activities.  On  ac- 
count of  restriction  of  site,  the  steel-storage  area  at  New  York  is 
located  parallel  and  adjacent  to  the  building  ways,  but  material  will 
be  routed  in  the  same  manner  as  at  other  yards — raw  material  from 
steel  storage  to  one  end  of  shop,  and  through  shop;  fabricated  ma- 
terial from  opposite  end  of  shop  to  erection  space  and  Ijuilding 
ways. 

The  Mare  Island  shop,  which  Avas  specifically  authorized  in  the 
naval  act  of  July  1,  1018.  and  is  now  nearing  completion,  duplicates 
tlie  Pliiladelphia  sh()[)  in  all  important  respects. 

All  of  the  above  l)uildings  were  constructed  under  contract:  the 
Norfolk  building  by  Geo.  E.  Wyne,  of  Washington,  D.  C;  that  at 
Philadelphia  by  v' Y.  Gorndey.  Washington.  D.  C. ;  at  New  York 
by  Norcross  P>ros..  of  Worcester.  Mass.:  and  at  Mare  Island  by  the 
American  Bridge  Go.,  of  New  York,  and  the  Clinton  Construction 
Co..  of  Sjui   Frnncisco.  Calif.     Tlic  steelwork   (amounting  to  nearly 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCIvS.  165 


Structural   shop,  Ka\y  Yard,   Norfolk,   Ya. 


Steel-storage  shed,  Kavy  Yard,  Norfolk,  Va. 


166  WAK   ACTIVITIES   OF   BUEEAU   OF   YAEDS   AND   DOCKS. 


Structural  shop,  Navy  Yard,  xsew  York,  N.  Y. 


Structural  shop,  Kavy  Yarci,  Nuw  iork,  iN.   Y.     I'artial  interior  view. 


WAR   ACTIVITIES   OF   BUEEAU   OF   YAEDS   AiSTD   DOCKS.  167 


Structural  shop.  Navy  Yard,  Philadoipnia,  fa. 


Interior  of  plate  shop,   Navy   Yard,   Philadelphia,   Pa. 


168  WAll    ACTIVITIKS    or    lURKAl-    OK    YARDS    AND    DOCKS, 


Mold  loft  in  structural  shop,  Navy  Yard,  Philadelphia,  Pa. 


Slriirtural   shop,  Navy  Yard,   Maro   Island,   Calif. 


WAR    ACTIVITIES    OF    BIKEAX'    OF    YARDS    AND    DOCKS.  169 

6,000  tons  for  each  of  these  buildings  except  at  New  York)  was 
fabricated  for  the  Norfolk  shop  by  the  McClintic-Marshall  Co., 
of  Pittsburgh.  Pa.,  and  that  for  the  other  shops  by  the  American 
Bridge  Co. 

Foundries. — The  typical  foundry  building  comprises  a  high  center 
aisle,  SO  feet  wide;  two  lower  side  aisles,  one  of  55  feet  width  with  a 
mezzanine  floor,  and  one  of  45  feet  width;  and  a  100-foot  material 
and  flask  yard  adjacent  to  the  latter. 

The  material  yard  is  served  by  an  overhead  traveling  crane  of  10 
tons  capacit}^  and  40  feet  lift.  The  adjacent  side  aisle,  into  which 
materials  are  moved  from  the  open  yard,  or  from  bins  opening  directly 
into  the  foundry,  is  of  one  story  for  the  greater  part  of  its  length, 
32  feet  high  to  bottom  chords  of  roof  trusses.  This  aisle  contains 
the  cupolas  and  the  various  converters,  furnaces,  etc.  At  the  cupolas 
a  second  floor  is  provided  for  charging,  with  an  intermediate  floor 
to  house  the  blowers  for  the  cupolas.  The  single-story  portion  of 
this  side  aisle  is  provided  with  2-ton  and  5-ton  traveling  cranes. 

The  center  (main)  aisle,  in  which  the  large  castings  are  molded, 
poured,  and  handled,  is  75  feet  high  to  bottom  of  roof  trusses,  and  is 
provided  with  three  tiers  of  cranes — an  80-ton  bridge  crane  of  63 
feet  lift,  two  15-ton  cranes  of  50  feet  lift,  and  two  traveling  wall 
cranes  of  5  tons  capacity  on  each  side  of  the  aisle.  The  55-foot  side 
aisle,  with  a  gallery  floor  22  feet  above  the  main  floor,  houses  mold- 
ing machines,  crucibles,  cleaning  and  grinding  apparatus,  etc.,  and 
is  served  generally  by  monorail  cranes  of  -^-ton  capacity  and  by  2-ton 
traveling  bridge  cranes. 

A  foundry  of  this  type,  408  feet  in  length,  was  constructed  at  the 
navy  yard,  Norfolk,  and  one  648  feet  in  length  at  the  navy  j^ard. 
Philadelphia.  Both  of  these  buildings  are  designed  and  located  for 
extension  to  an  ultimate  length  of  1.000  feet. 

On  the  recommendation  of  yard  officials  a  modified  design  for  walls 
and  roof  was  used  at  Philadelphia,  with  inclined  side  walls  of  steel 
sash  and  glass  for  the  main  bay,  and  continuous  top-hung  ventilat- 
ing sash  for  the  upper  portion  in  lieu  of  the  usual  design  (see 
illustration). 

Both  of  these  buildings  were  constructed  under  contract — the  one 
at  Norfolk  by  George  E.  Wyne,  of  Washington,  D.  C.  and  that  at 
Philadelphia  by  Warren,  Moore  &  Co.,  of  Philadelphia. 

At  the  navy  yard,  Boston,  the  foundry  and  machine-shop  group 
(building  42)  was  remodeled  and  extended,  the  former  copper,  test- 
ing, and  pipe  shops  and  building  43  being  demolished  and  replaced 
with  modern  construction.  A  further  extension  to  the  foundry,  con- 
sisting of  a  lean-to  building  and  a  flask  yard,  is  now  nearing  com- 
pletion.    The  remodeling  and  extension  work  was  done  under  con- 


170  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

tract  with  the  Evatt  Construction  Co.,  of  Boston,  and  the  lean-to  and 
flask  yard  under  contract  Avith  Coleman  Bros.,  of  Chelsea,  Mass. 

At  the  Portsmouth  (N.  H.)  yard  the  existing  foundry  was  ex- 
tended. 

Pattern  shop  and  storage  huildings. — The  type  pattern  shop  and 
storage  building  is  of  four  stories,  the  lower  three  stories  of  rein- 
forced-concrete  flat-slab  construction,  used  for  storage  of  patterns, 
and  the  upper  story  of  steel  framework  wath  adequate  daylighting, 
ventilating,  heating,  etc.,  and  light  crane  facilities  for  shop  purposes. 

Such  a  building,  126  feet  wide  and  211  feet  long,  designed  and 
located  for  extension  to  about  550  feet  in  length,  is  being  constructed 
adjacent  to  the  new  foundry  at  the  Norfolk  yard,  and  a  similar  one, 
105  feet  wide,  230  feet  long,  and  three  stories  in  height,  designed  and 
located  for  extension  to  400  feet  in  length  and  increase  in  height  to 
four  stories,  has  been  constructed  adjacent  to  the  new  foundry  at  the 
Philadelphia  yard.  A  smaller  reinforced-concrete  building  of  the 
same  general  type  was  constructed  at  the  Charleston  (S.  C.)  yard. 
These  buildings  are  fireproof  and  modern  in  every  respect,  and  are 
provided  with  electric  elevators  and  handling  equipment  and  steel 
racks  for  the  storage  of  patterns. 

The  Philadelphia  building  was  constructed  by  M.  H.  McCloskey, 
of  Philadelphia,  and  the  Charleston  building  by  the  navy  yard  public 
works  force.  The  Norfolk  building  is  being  constructed  by  the 
Boyle-Robertson  Construction  Co.,  of  Washington. 

Machine  shops. — The  type  plan  for  the  machine-shop  group  con- 
templates, for  heav}^  and  medium  machine  shops,  a  mammoth  build- 
ing with  two  main  (center)  aisles  for  heavy  machine  and  erection 
work,  each  80  feet  wide  and  88  feet  high  to  bottom  chords  of  roof 
trusses,  and  each  equipped  with  two  150-ton  traveling  bridge  cranes 
of  70  feet  lift  and  two  15-ton  cranes  of  68  feet  lift;  also  two  side 
aisles  for  lighter  machine  work,  each  50  feet  wide,  equipped  with 
20-ton  traveling  bridge  cranes  of  26-foot  lift  for  the  main  floor,  and 
with  a  mezzanine  floor  provided  with  5-ton  cranes  of  18-foot  lift. 
The  ultimate  length  contemplated  is  1,000  feet.  The  necessary  shop 
offices,  tool  rooms,  toilets,  wash  rooms,  substations,  etc.,  are  housed  in 
lean-to  structures. 

The  enormous  lifting  capacities  for  the  main  aisles  of  150  tons  for 
a  single  crane  and  300  tons  for  the  two  together  are  based  on  the 
greatest  loads  expected  to  be  handled,  such  as  a  modern  turret  for 
two  16-inch  or  three  14-inch  guns,  completely  assembled,  with  its 
armor  and  turning  mechanism,  weighing  altogether  about  290  tons; 
a  16-inch  50-culiber  gun  weighing  approximately  200  tons;  a  com- 
pletely assembled  boiler;  a  section  of  14-inch  side-armor  plate  of  64 
tons;  or  a  completed  basket  mast  for  a  battleship. 


AVAR   ACTIVITIES   OF   BUEEAU    OF   YARDS   AND   DOCKS.  171 


172  WAR    ACTIVITIES    OF    lU'ltKAT    or    YAIIDS    AXD    DOCKS. 


Foundry,  N.nv.y  Yai'rt,  I'liilaili  Iphia,   l*,i. 


Fouiiilr.v.   .\:ny   'i'ard.   Pliiljidclpliia,   I'a.      Interior   view. 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AXD   DOCKS.  173 


Fdiiiulry,    Navy    Yard.   Boston,    Mass.      First   extension. 


Foundry,  Navy  Yard.   Boston,   Mass.      r>econii   extension. 


174  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


Pattern  shop  and  .>i(ii;i.L;t.'  huildini,',  Xavy  Yard,  rbiladeliihia,  I'a 


Pattern  shop,  Navy  Yard,  Charleston,  S.  C. 


WAR   ACTIVITIES   OF    BUREAU    OF    YARDS   AND   DOCKS.  175 

The  type  machine-shop  group  provides  also  for  a  multiple-story 
light  machine  and  electrical  shop  adjoining  the  structure  just  de- 
scribed. 

Of  the  heavj^  machine  shops  actually  constructed,  those  at  Norfolk 
and  Philadelphia  most  closely  follow  the  type  design.  At  Norfolk 
one-half  the  width  of  the  type  building,  one  80-foot  main  aisle  and 
one  60-foot  side  aisle,  a  30-foot  lean-to,  and  600  feet  of  length  have 
been  constructed.  This  building  is  capable  of  being  extended  later- 
ally to  the  full  width  of  the  type.  The  crane  service  is  as  described 
for  the  type  building,  except  that  only  one  150-ton  crane  has  been 
provided  to  date. 

An  interesting  feature  of  this  building  is  the  end  door  of  the  main 
aisle,  which  was  designed  to  permit  the  passage  of  the  150-ton  cranes, 
with  maximum  load,  in  order  to  move  heavy  assemblages  from  the 
erecting  floor  direct  to  barges  for  immediate  transfer  to  the  fitting- 
out  crane  and  installation  aboard  ship.  This  door  is  88  ieet  high 
and  79  feet  wide  over  all,  but  for  structural  reasons  it  is  divided  into 
three  main  parts,  approximating,  roughly,  the  silhouette  of  the  crane 
with  a  maximum  loading.  These  largv^r  parts  are  further  subdivided, 
and  the  whole  system  is  arranged  for  motor  operation  with  conven- 
ient control. 

The  Philadelphia  machine  shop  forms  a  so-called  "  extension,"  325 
feet  long,  to  the  old  machine  shop.  Their  relative  magnitude  may 
be  judged  from  the  accompanying  photograph.  The  new  structure  is 
of  the  same  general  cross  section  as  the  Norfolk  shop.  It  is  capable 
of  being  extended  laterally  to  the  full  width  of  the  type  shop  and  to 
a  length  of  675  feet. 

At  the  New  York  yard  the  main  part  of  the  old  machine  shop 
(building  128)  was  extended  a  distance  of  235  feet.  This  exten- 
sion was  made  along  the  lines  of  the  existing  structure,  with  the  addi- 
tion of  a  mezzanine  floor  in  one  of  the  side  aisles.  Building  128 
was  also  extended  by  roofing  over  an  adjacent  courtyard. 

At  the  New  York  yard  a  six-story  light  machine  and  electrical 
shop,  94  feet  wide  by  393  feet  long,  was  also  constructed,  the  materials 
being  steel  frame  and  brick. 

At  the  Boston,  Portsmouth,  and  Mare  Island  yards  important  ex- 
tensions were  made  to  existing  machine  shops.  Of  these,  only  the 
extension  to  machine  shop  No.  1  at  Mare  Island  closely  approximates 
the  type  construction  described ;  the  design  of  the  other  yards  named, 
which  were  not  otherwise  equipped  for  the  construction  of  capital 
ships,  being  such  as  to  meet  local  conditions  and  requirements. 

The  provision  of  a  large  and  modern  machine  shop  for  the  naval 
station.  Pearl  Harbor,  was  taken  up  shortly  after  the  armistice. 

The  machine  shop  buildings  mentioned  were  all  constructed  under 
contract^the  building  at  Norfolk  by  George  E.  Wyne,  Washington, 

37022—21 12 


176  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

D.  C. ;  at  Philadelphia  by  the  McClintic-Marshall  Construction  Co., 
Pittsburgh,  Pa. ;  at  New  York  by  Post  &  ^McCord,  New  York  City ; 
at  Boston  by  the  Evatt  Construction  Co.,  Boston ;  at  Portsmouth  by 
Levering  &  Garrigues,  New  York  City;  and  at  ]\Iare  Island  by  George 
Wagner,  San  Francisco. 

Galvanising  plants. — The  first  of  the  modern  galvanizing  plants 
constructed  for  naval  requirements  was  at  the  Philadelphia  yard. 
This  building  is  of  one  story,  62  by  122  feet  in  plan,  and  53  feet  high 
over  all.  It  is  equipped  with  a  6-ton  traveling  bridge  crane  of  25-foot 
lift  running  lengthwise  of  the  shop,  and  with  a  3-ton  jib  crane  for 
handling  material  from  cars  and  over  one  of  the  vats. 

On  account  of  the  corrosive  action  of  gases  and  acids  present  in  a 
shop  of  this  character,  the  entire  building  framework,  including  roof 
trusses  of  62- foot  span  and  excepting  only  crane  runway  girders, 
was  designed  and  constructed  of  reinforced  concrete. 

A  plant  of  the  same  type  but  somewhat  larger — 82  feet  wide  by 
152  feet  long  and  62  feet  high  over  all — Avas  constructed  at  the  Nor- 
folk yard.  As  at  Philadelphia,  the  wall  framing  is  of  reinforced 
concrete,  but  on  account  of  the  greater  span,  steel  roof  trusses  coated 
with  "gunite"  (Portland  cement  mortar  applied  by  compressed  air) 
were  used. 

Oxygen-hydrogen-acetylene  generating  plants. — Because  of  the 
very  extensive  use  of  oxygen,  hydrogen,  and  acetylene  in  cutting  and 
welding  in  connection  with  ship  construction  and  repair,  it  has  been 
found  desirable  and  economical  for  the  principal  3^ards  to  maintain 
their  own  plants  for  generating  these  gases. 

Fireproof  buildings  of  reinforced  concrete,  brick,  and  tile  were 
constructed  to  house  these  activities  at  the  Philadelphia,  Norfolk, 
and  Mare  Island  yards,  and  one  is  now  under  construction  at  the 
Charleston  yard. 

The  Mare  Island  building,  as  a  typical  instance,  is  38  feet  wide  and 
135  long,  one  story  high.  For  safety  the  various  activities,  such  as 
oxygen  and  hj^drogen  generating,  oxygen  charging,  hydrogen  charg- 
ing, acetylene  generating,  and  acetylene  charging  are  all  separated 
by  fire  Avails.  The  gases  are  stored  in  steel  holders  outside  of  the 
building. 

Boat  shop. — At  the  navy  yard,  Philadelphia,  an  addition  to  the 
boat  shop,  80  by  400  feet,  46  feet  high  to  underside  of  roof  trusses, 
and  equipped  with  two  15-ton  traA^eling  bridge  cranes,  Avas  con- 
structed. 

Miscellaneous  huildings. — At  the  larger  yards  it  AA'as  also  necessary 
to  construct  various  auxiliary  buildings,  such  as  engine  and  loco- 
motive-crane houses,  toilet  and  locker  buildings,  etc. 

Power  plants. — To  take  care  of  the  great  expansion  of  industrial 
activities  at  the  yards  equipped  for  s]iip])uilding,  extensions  to  power- 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS.  177 


Machine  shoj},   Navy  Yard,   Norfolk,   Va. 


Macliuic  -ii.'j  ,   Navy  Yard.  Norfolk,   Va.      Interior  of  main   aisl< 


178  WAll   ACTIVITIES   OF   BUREAU   OF    YAllDS   AND   DOCKS. 


Machine  shop   (center)   and  "extension"    (loft),   Navj'  Yard,  I'hUadeliihia,  I'a. 


Maine  aisle  ol   machine-shop  extension,   Navy   Yaril,   I'liiladelpliia,  I'a. 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  179 


Light   machine  and   electrical   shop   neai'ing  completion,   Navy  Yard,   New  York,   N.    Y. 


itum  fi»^ 


^ffP^Sli  f  1^ 


-.  /  ■    ■  .r! —  „'*■  '^ .  ; 


Interior  of  extension  to  heavy  machine  shop.  Navy  Yard,   New   York,   N.   Y. 


180  WAR   ACTIVITIES   OF   BUKEAU    OF   YARDS   AND   DOCKS. 

plant  buildings,  and  additions  to  power-plant  eqiii]inient  were  neces- 
sary in  nearly  all  cases. 

At  Philadelphia  and  at  Norfolk,  where  entirely  new  industrial 
areas  were  created  and  existing  power  plants  were  too  small  and 
too  restricted  as  to  location  to  permit  of  expansion  (as  Avell  as  some- 
what remote  from  the  new  center  of  load),  it  was  considered  neces- 
saiT  that  new  power  plants  be  constructed.  The  buildings  housing 
these  two  plants,  which  were  constructed  from  the  same  plans  and 
under  the  same  contract,  consist  of  a  generator  room  77  by  102  feet, 
67  feet  high  to  roof,  ]iump  room  35  by  114  feet,  and  a  boiler  room 
84  by  157  feet,  Avith  a  continuous  overhead  coal  bunker  of  2,600  tons 
capacity,  94  feet  high  from  basement  to  roof.  An  outside  coal  storage 
and  handling  plant  Avith  couA^eyor  system  from  storage  to  bunkers 
is  provided  at  each  yard.  The  outside  coal  storage  capacity  is  18,000 
tons. 

Further  discussion  and  description  of  these  plants  aa^II  be  found 
in  another  chapter. 

The  poAver-distributing  lines  for  industrial  deA'elopments,  carried 
in  a  system  of  tunnels  and  trenches,  are  also  reserved  for  separate 
treatment. 

The  buildings  Avere  constructed  under  contract  Avith  the  M.  J, 
Roche  Construction  Co.,  of  Cincinnati,  Ohio;  the  Philadelphia  coal- 
handling  plant  by  the  Guarantee  Construction  Co.,  of  New  York 
City;  and  the  Norfolk  coaling  plant  by  R.  H.  Beaumont  &  Co.,  of 
Philadelphia,  Pa. 

Gun  shop^  Ncn^d  Gun  Factory,  Wai^Jiinr/toiK  D.  C. — This  project 
unusually  interesting  from  an  engineering  standpoint,  Avas  handled 
in  connection  with  the  shop  design  described  in  this  chapter.  The 
building,  Avhich  has  cranes  of  extraordinary  capacity  and  lift  (300 
gross  tons;  40  and  100  foot  lifts)  and  a  shrinkage  pit  100  feet  deep, 
is  described  elsewhere  in  connection  with  the  bureau's  naval-ordnance 
projects. 

SHIPBUILDING  SLIPS. 

General. — The  ucav  shipbuilding  slips,  by  Avhich  term  is  desig- 
nated the  Avhole  Avaterfront  structure  and  forebay  devoted  to  the 
construction  and  launching  of  a  vessel,  AA'ere  designed  in  accordance 
with  the  re(iuii-ements  of  the  Bureau  of  Construction  and  Repair 
and  of  the  shi[)l)uilding  yards  as  to  principal  dimensions  and  clear- 
ances, launching  Aveights,  weights  to  be  handled  by  cranes,  etc., 
and  in  accordance  Avith  the  specific  requirements  of  the  locality 
as  to  foundation  conditions,  s)>ace  available,  range  of  tides,  and  the 
like.  The  assumptions  for  tlie  ultimate  cai)acity  of  the  ])lants  for 
the  constructicm  of  capital  ships  have  been  mentioned  heretofore. 
The  building  slips  Avere,  of  course,  designed  Avith  these  assumptions 


WAR    ACTIVITIES    OF    BUREAU    CF    YARDS    AND    DOCKS.  181 


Power  plant,  Navy  Yard.  Philadelphia,  Pa.     View  showing  coal  handling  plant   (left), 
taken  from  crane  runway  of  shipbuilding  slip. 


Genei-ator-room,  end  of  power  plant,  Navy  Yard,  Philadelphia,  Pa. 


182  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


(;ii;il  li.-ijhlliiiL;  iiistallaliuu  at  powrr  plant,  ^"av.v  Yard,  I'hiluiklijhia,  i'; 


Ovci)ira(l  coal   liunkers  in   power  plant,  Navy  Yard.   Philadcliiliia,   I'a. 


BUREAU    or    YARD^  »  DOCK5-NAVY   DEPT. 

°  GENERAL  PLANS 

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WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS.  183 

in  mind,  although  the  initial  construction  in  each  case  is  for  the 
type  of  ship  immediately  assigned  to  the  yard;  thus  slips  at  yards 
where  battleships  have  been  assigned  have  been  constructed  for 
vessels  of  a  length  of  700  feet,  and  at  yards  where  battle  cruisers 
have  been  or  may  be  assigned,  for  ships  of  a  length  of  900  feet ;  but 
all  ways  for  capital  ships  are  capable  of  being  extended  for  ships 
up  to  1,000  feet  in  length.  The  general  plans  illustrating  this 
chapter  show  typical  designs  for  shipbuilding  slips  and  indicate  the 
general  arrangement,  construction,  dimensions,  and  loads. 

Launching  ways. — The  typical  layout  for  shipbuilding  slips  for 
capital  ships  provides  for  launching  ways  (by  which  is  meant  the 
floor  or  platform  on  which  a  ship  is  built  up  and  launched)  of  the 
usual  "  declivity  "  type  capable  of  carrying  enormous  loads  under  the 
keel  blocks  and  groundways  and  served  by  electrically  operated  trav- 
eling bridge  cranes  operating  above  the  ways  on  high  steel  structures. 
A  lower  crane  runway  structure  is  provided  at  the  inboard  end  of 
the  slips  to  serve  the  area  in  which  bulkheads,  frames,  etc.,  are  assem- 
bled before  being  placed  in  the  hull. 

The  construction  of  the  launching  ways  proper  varied  at  the 
difi^erent  yards  at  which  slips  were  constructed  on  account  of  founda- 
tion conditions,  type  of  ship  to  be  constructed,  desires  of  the  yard, 
and  expediency,  but  crane  runways  and  cranes  were  constructed 
according  to  uniform  plans. 

Crane  rumvays  and  overhead  cranes. — The  clearance  between  the 
towers  supporting  the  crane  runways  is  in  each  case  made  130  feet 
to  allow  for  the  construction  of  a  ship  of  maximum  beam,  with  the 
necessary  staging,  working  platforms,  and  supports  for  shores.  A 
standard-gauge  railroad  track  serving  the  slip  is  located  under  the 
portals  of  the  outer  towers,  and  two  tracks  are  placed  under  the 
towers  between  slips.  The  legs  of  these  towers  toward  the  slips 
slope  outw^arcl,  so  that  the  inside  width  is  increased  from  130  feet 
at  tops  of  portals  to  150  feet  at  the  crane-runway  level.  This  allows 
the  cranes  to  plumb  the  railroad  tracks  under  the  towers  as  well  as 
the  entire  width  of  the  slip. 

The  cranes  operate  in  two  tiers — a  lower  tier  of  two  cranes  of 
40  tons  capacity,  151-foot  span,  and  about  135-foot  lift  above  mean 
low  water ;  and  an  upper  tier  of  four  cranes  of  10  tons  capacity  and 
about  155-foot  lift.  These  upper  cranes  operate  on  tAvo  longitudinal 
runways  of  about  half  the  Avidth  of  the  slip,  the  rails  at  the  center 
of  the  slip  being  supported  on  a  structure  suspended  from  the  trans- 
verse trusses  which  connect  and  brace  the  towers.  In  order  that 
the  10-ton  crane  service  may  cover  the  entire  width  of  the  slip  with- 
out a  gap  at  and  on  each  side  of  the  center  supports,  the  two  cranes 
on  one  runway  are  of  the  "  underslung  "  type ;  that  is,  the  crane  trolley 
operates  on  the  bottom  chord  of  the  crane  girders,  which  extend 


184  WAE   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

under  the  supporting  structure  far  enough  to  allow  the  trolley  travel 
to  overlap  that  of  the  cranes  on  the  other  half  of  the  slip. 

The  design  of  the  runways  is  of  unusual  engineering  interest,  be- 
cause of  the  magnitude  of  the  structures,  the  multiplicity  of  forces 
due  to  cranes  and  wind,  and  the  statical  indeterminacy  of  stresses  in 
the  component  parts  of  the  structure.  The  original  detail  design 
was  prei:)ared  by  the  American  Bridge  Co.,  of  New  York,  on  the 
basis  of  the  bureau's  outline  drawings  and  specifications,  and  was 
checked  in  detail  by  the  bureau.  The  single  runway  for  the  single 
battleship  slip  at  Norfolk  contains  4,045  tons  of  structural  steel ;  the 
double  structure,  with  bulkhead  handling  runways  for  two  battle- 
ships, at  New  York,  7,4G7  tons ;  and  the  double  structure  for  two 
battle  cruisers,  at  Philadelphia,  9,948  tons. 

Five  of  these  crane  runway  structures  have  been  constructed  from 
the  same  plans,  the  two  at  Philadelphia  by  the  American  Bridge  Co. 
and  the  one  at  Norfolk  and  two  at  New  York  by  the  McClintic 
Marshall  Construction  Co.  The  40  and  10  ton  cranes  for  all  of  these 
ways  were  constructed  by  the  Niles-Bement-Pond  Co.,  of  Phila- 
delphia. 

Philadelphia  ivays. — The  first  designs  for  the  two  building  ways 
at  Philadelphia  contemplated  a  reinforced-concrete  deck  structure 
inboard  of  the  intersection  of  grade  and  mean  low  water,  supported 
on  timber  piles  cut  off  at  the  permanent  ground-water  level.  The 
permanently  wet  outboard  portion  of  the  ways  was  to  have  been  of 
timber,  as  in  the  design  finally  adopted.  Bids  were  taken  on  this 
concrete-deck  design,  but  the  cost  was  found  to  be  excessive  in  view 
of  the  work  it  was  necessary  to  accomplish  with  the  funds  available. 
Because  of  the  greater  expense  and  time  required  for  permanent 
concrete  construction,  and  on  the  assumption  that  the  more  or  less 
temporary  construction  above  the  wet  line'  could  be  permanently 
replaced  after  a  number  of  ships  had  been  launched,  the  department 
made  the  decision  to  install  all-timber  construction. 

The  type  of  construction  varies  somewhat  witli  the  load,  but  con- 
sists in  general  of  close  transverse  pile  bents,  well  braced  in  both 
transverse  and  longitudinal  directions,  capped  with  heavy  oak  and 
yellow-pine  timbers,  and  decked  over  with  heavy  yelloAv-pine  plank- 
ing. The  piles  are,  of  course,  densely  spaced  under  keel  and  ground- 
way  supports  and  much  more  sparsely  spaced  in  outer  areas,  where 
only  the  lighter  loads  of  staging,  -working  platforms,  and  shores  are 
supported.  The  ground-way  supports  from  the  pivoting  point  out- 
board are  carried  on  piles  spaced  2  feet  center  to  center  both  ways. 
Passageways  for  men  and  materials  are  provided  under  the  ways  to 
save  time  ordinarily  consumed  in  going  around  the  head  of  the  slip. 
Space  has  been  conserved  by  installing  such  necessary  facilities  as 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS. 


185 


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186 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  187 


188 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  189 

offices,  tool  rooms,  rivet  and  bolt  reclamation,  and  storage  imcler  the 
high  part  of  the  ways  at  the  inboard  end. 

The  outboard  end  of  the  Avaj^s,  consisting  of  pile  bents  supporting 
ground  ways,  were  designed  for  installation  either  under  water  (by 
diver)  or  behind  a  cofferdam,  the  contractor  electing  (as  did  the 
contractors  for  the  New  York  and  Norfolk  ways)  the  latter  method. 

The  ways  proper  at  Philadelphia  were  constructed  in  the  main 
under  contract  with  the  Foundation  Co.,  of  New  York,  and  the 
passagewaj'^s,  offices,  tool  rooms,  etc.,  under  contract  with  McCloskey 
&  Bahls,  Philadelphia,  Pa. 

Norfolk  ways. — At  the  Norfolk  yard,  where  a  slip  for 'one  battle- 
ship w^as  built,  timber  construction  of  the  same  type  as  at  Philadel- 
phia was  used,  except  that  the  platform  was  not  constructed  to  the 
full  width  and  length  of  the  slip,  and  passageways  and  offices,  etc., 
under  the  ways  were  not  included. 

During  the  war  urgently  needed  destroyers  were  constructed  (in 
parallel)  upon  these  ways. 

These  building  ways  were  constructed  under  contract  with  the 
George  Leary  Construction  Co.,  of  New  York. 

New  York  icays. — Two  building  slips  for  battleships  have  been 
constructed  at  the  New  Y^ork  yard.  Slip  No.  2  was  constructed  im- 
mediately^ west  of  the  old  battleship  slip,  beginning  late  in  1917, 
and  the  latter.  No.  1,  was  entirelj^  reconstructed,  practically  as  a 
duplicate  of  No.  2,  to  permit  the  building  of  larger  ships.  The 
construction  of  the  former  was  delayed  by  the  difficulty  in  clearing 
the  site  of  existing  yard  activities,  and  reconstruction  of  the  latter 
could  not  begin  until  after  the  launching  of  the  Tennessee  on  April 
30,  1919. 

The  designs  for  the  New  Y^ork  ways,  prepared  at  the  yard  and 
checked  by  the  bureau,  provided  for  construction  somewhat  similar 
to  that  originally  pknned  for  Philadelphia — a  reinforced-concrete 
deck  founded  on  timber  piles  cut  off  at  water  level — except  that  the 
concrete  deck  is  made  onlj^  of  sufficient  width  to  carry  keel  blocking 
and  ground  ways,  and  that  the  deck  is  constructed  in  steps  conform- 
ing to  a  slope  of  one-half  inch  per  foot  instead  of  a  continuous  slope. 
The  ground  ways,  of  timber,  are  built  up  on  these  steps  to  a  uniform 
slope  of  eleven-sixteenths  inch  per  foot.  The  construction  for  the 
inboard  312  feet  of  the  ways  comprises  a  deck  of  reinforced-concrete 
slab  and  longitudinal  girders,  supported  on  transverse  concrete  piers 
12  feet  on  centers  resting  on  timber  piles  cut  off  underground.  For 
this  distance  (312  feet)  some  economy  is  effected  by  omitting  the 
deck-and-pier  construction  for  4  feet  on  each  side  of  the  keel  sup- 
ports, leaving  a  keel  support  8  feet  wide  and  two  ground-way  sup- 
ports, each  14  feet  wide.     The  remaining  312  feet  of  concrete  con- 


190  WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 

struction  consists  of  heavy  reinforced  slabs  or  mats,  44  feet  wide, 
resting  directly  on  the  timber  piles.  The  last  131.65-foot  length  of  the 
ground  ways,  outboard  (below  mean  low  water),  conforms  .to  the 
ground-way  slope  of  eleven-sixteenths  inch  per  foot  and  is  entirelj^ 
of  timber.  The  outboard  ground  ways  are  supported  directly  on 
tlie  caps  of  transverse  pile  bents  2i-  feet  on  centers.  This  part  of  the 
structure  is  supported  laterally  by  bracing,  ties  between  its  two  parts, 
spur  logs  extending  to  the  sides  of  the  slip,  and  by  a  fill  of  from  3 
to  8  feet  of  broken  stone. 

The  loads  to  be  considered,  due  to  dead-weight  of  a  ship  on  the 
ways  and  -the  launching  pressures  due  to  pivoting,  are  enormous ; 
the  keel  supports  in  the  case  described  being  designed  for  a  live  load 
of  20  tons  per  linear  foot  and  the  ground-way  supports  for  20  tons 
each  per  foot  for  the  inboard  end  and  for  30  tons  per  foot  outboard 
of  the  pivoting  point. 

Timber  adjustable  staging  supports,  shores,  and  working  platforms 
are  also  provided,  supported  on  pile  foundations  between  the  ground 
ways  and  sides  of  slips. 

The  ways  for  slip  No.  2  were  constructed  under  contract  with  the 
Jarrett  Chambers  Co.,  of  New  York  City,  and  those  for  slip  No.  2  are 
now  being  completed  by  the  Phoenix  Construction  Co.,  of  New  York 
City. 

Puget  Sound  shiphuildinr/  dry  dock. — The  most  striking  departure 
from  customary  practice  to  be  found  in  the  bureau's  entire  program 
of  shipbuilding  facilities  was  the  construction  of  a  shallow  dry  dock 
at  Puget  Sound  in  lieu  of  the  usual  building  ways.  A  resume  of  this 
operation  is  presented  herewith  from  the  personal  account  of  the 
officer  ^  at  that  time  in  charge  of  public  works  at  the  yard : 

In  the  latter  part  of  1916  much  time  was  given  to  the  discussion  of  the  types 
of  building  ways.  Naturally  attention  was  first  given  to  the  construction  of 
inclined  building  ways,  as  this  was  the  type  generally  used  throughout  the 
world  for  ship  construction.  During  this  discussion  one  of  the  draftsmen*  of 
the  public  works  department  suggested  the  building  of  a  shallow  dry  dock  and 
presented  a  sketch  which  he  had  nuule  for  this  purpose.  The  writer  imme- 
diately recognized  tlie  merit  of  such  a  proposition  and  directed  that  plans  be 
prepared  in  order  to  determine  what  difficulties  might  be  encountered  in  putting 
the  project  through,  together  with  approximate  estimates  as  to  cost  to  see  if 
such  a  construction  would  be  warranted. 

There  was  nothing  new  in  the  idea  itself.  In  Colson's  Notes  on  Docks  and 
Dock  Construction  the  opening  sentence  states  that  "  the  term  '  dock '  was 
formerly  applied  exclusively  to  the  slips  or  inclosures  made  for  the  purpose  of 
building  or  repairing  ships."  Germany  had  built  twin  docks  of  a  shallow 
design  for  shipbuihling  purposes,  and  France  and  England  had  both  built  small 
structures  of  the  same  type.  The  writer  also  recalls  that  in  conversation  with 
the  late  Civil  Engineer  Cunningham,  United  States  Navy,  in  years  gone  by 

iCapt.  (then  Commander)  L.  E.  Gregory   (C.  E.  C),  United  States  Navy. 
*Mr.  Victor  E.  Ilulteen. 


WAR   ACTIVITIES   OF   BUEEAU   OF   YAEDS   AND   DOCKS. 


191 


37022—21- 


-13 


192  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


Shipbuilding  dock,  Navy  Yard,  Puget  Sound,  Wash.,  showing  caisson. 


^^im 


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SLipbuilding  dock,  Navy  Yard,  Tugot  Sound,  Wash.    Geucrnl  view  showing  U.  S.  S.  Pyro 

under  construction. 


WAll  ACTIVITIES  OF   BUEEAU   OF   YAEDS   AND  DOCKS.  193 

we  discussed  such  a  proposition,  iiltUougli  tlie  same  had  never  been  attempted 
by  our  Government. 

Plans  were  shortly  thereafter  developed  to  such  an  extent  that  it  was  found 
highly  desirable  to  place  the  subject  before  superior  authorities.  It  was  pro- 
posed to  build  a  dock  of  about  30  feet  in  depth  over  all,  130  feet  in  width,  and 
950  feet  in  length,  serving  the  same  with  traveling  revolving  hammer-head 
cranes,  and  the  following  advantages'  were  the  principal  ones  noted : 

(a)  Tliat  the  cost  of  such  a  dock  at  Bremerton,  with  four  traveling  cranes, 
would  be  no  n;iore  than  that  of  the  inclined  ways  with  a  sufficient  number  of 
fixed  hammer-head  cranes  or  an  overhead  crane. 

(6)  Accessibility  for  workmen  and  materials  of  construction  would  be  vastly 
superior  because  of  the  fact  that  the  center  of  gravity  of  work  installed  would 
be  below  the  yard  level. 

(c)  Difficulties  in  launching  would  be  negligible,  and  the  cost  of  launching 
a  large  ship  would  also  be  negligible. 

(d)  Greater  llexibiity  in  time  of  launching  would  be  secured,  as  work  could 
be  prosecuted  to  the  fullest  extent  permissible  with  draft  conditions.  Fullest 
advantage  could  therefore  be  taken  of  facilities  for  equipment  before  the  ship 
left  her  original  position.  This  also  would  permit  construction  simultaneously 
of  as  many  ships  as  the  dock  would  hold  and  launching  them  at  different  degrees 
of  completion. 

It  was  also  noted  that  the  Bremerton  yard  was  particularly  adapted  to  such 
a  construction,  for  at  the  depth  at  which  this  dock  would  be  founded  pile  founda- 
tions would  be  unnecessary,  and  that  piles  would  be  required  only  for  the 
support  of  the  outer  crane  rail  for  this  dock. 

The  entire  idea,  after  having  been  discussed  with  yard  officials,  was  placed 
informally  before  the  Conmiission  on  Navy  Yards,  and  this  connnission  approved 
of  the  idea  and  suggested  that  it  be  followed  up  through  official  channels.  It 
was  therefore  forwarded  for  the  action  of  the  Bureau  of  Yards  and  Docks.  It 
is  interesting  to  note  that  a  day  or  so  after  the  submission  of  this  proposition 
to  the  bureau  a  personal  note  from  the  Assistant  Chief  of  the  Bureau  of  Yards 
and  Docks  was  received  stating  that  in  making  studies  at  the  bureau  some 
consideration  had  beeen  given  to  the  question  of  building  a  shallow  dock  for 
shipbuilding  purposes,  but  that  due  to  conditions  not  being  well  understood 
in  Washington  the  idea  had  been  abandoned. 

In  view  of  the  decision  to  develop  the  yard  for  shipbuilding  purposes,  the 
writer  was  ordered  to  report  at  the  bureau  in  AVashington  for  duty  in  connec- 
tion with  yard  development,  and  reported  there  on  March  12,  1917.  Discus- 
sions were  immediately  opened  up  upon  this  subject  and  an  important  con- 
ference was  arranged  in  the  office  of  the  chief  constructor.  Lack  of  enthusiasm 
for  this  project  was  notable,  particularly  by  the  officers  of  the  Construction 
Corps,  principally  for  the  reason  that  a  shallow  dry  dock  was  a  "  handy  tool " 
and  was  not  sufficiently  distinctive  eitloer  as  a  dry  dock  or  a  building  ways 
to  warrant  construction,  particularly  as  it  was  considered  a  doubtful  experi- 
ment; nor  was  the  Bureau  of  I'ards  and  Docks  at  that  time  anxious  to  press 
for  the  construction  of  this  dock  against  the  wishes  of  the  Bureau  of  Construc- 
tion and  Repair.  After  discussions  of  pros  and  cons,  the  matter  appeared  to 
be  one  which  was  settled  finally  upon  the  cost  of  launching  a  capital  ship.  A 
question  was  asked  as  to  the  cost  of  launching  the  U.  S.  S.  Arizona,  the 
largest  battleship  launched  to  that  date,  and  it  is  the  writer's  impression 
that  this  cost  was  stated  to  be  approximately  $50,000.  When  it  was  asked 
what  it  would  cost  to  launch  such  a  ship  from  a  sliipbuilding  dock,  it  w-as 
stated  that  it  would  be  merelv  nominal. 


194  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

Apparently,  consideration  of  the  plan  received  increasing  favor,  for  upon 
the  22d  of  March,  1917,  the  Chief  of  the  Bureau  of  Yards  and  Docks  decided 
to  approve  the  construction  of  the  shipbuilding  dock.  Two  days  later  a  letter 
was  sent  to  the  navy  yard  allotting  to  it  the  sum  of  $2,000,000  for  equipping 
the  yard  for  shipbuilding,  the  principal  features  of  which  were  the  approval 
of  the  idea  of  building  this  dock  and  equipping  it  with  four  traveling  revolving 
hammer-head  cranes.  Accordingly,  \vhile  the  writer  was  still  at  the  bureau, 
detailed  plans  were  begun  preparatory  to  placing  this  dock  and  its  cranes  under 
contract.  The  plans  were  drawn  up  mider  bureau  supervision,  and  careful 
computations  were  made  for  steel  reinforcement  and  stability  of  the  dock 
as  well  as  for  the  details  of  the  caisson.  During  the  greater  part  of  the  prep- 
aration of  these  plans  the  writer  was  present  for  conferences  on  all  these 
details. 

Bids  were  called  for  on  the  work,  and  were  opened  at  the  bureau  on  June  25, 
1917.  The  award  was  made  to  the  Sound  Construction  &  Engineering  Co.,  of 
Seattle,  on  June  30,  1917,  upon  a  unit-price  basis,  the  estimated  total  cost  based 
on  original  estimated  quantities  being  $566,000.  The  caisson  was  to  be  built  by 
the  manufacturing  department  of  the  navy  yard.  The  traveling  cranes  were 
to  be  furnished  by  contract,  and  they  were  subsequently  let  to  the  McMyler 
Interstate  Co.,  and  were  of  a  type  not  hitherto  essayed  with  such  a  capacity. 

A  technical  description  of  the  dock  construction  is  not  proper  at  this  place, 
but  brief  mention  should  be  made  of  the  general  features  of  construction.  It 
was  desired  that  an  ammunition  ship  ordered  to  be  built  at  the  navy  yard 
be  prosecuted  without  delay,  inasmuch  as  war  had  been  declared  by  the 
United  States  on  Germany  on  April  6.  It  was  decided,  therefore,  to  press  for 
the  construction  of  the  floor  of  the  dock,  together  with  a  short  section  of  the 
side  walls,  permitting  the  installation  of  the  traveling  cranes,  in  order  that  a 
part  of  the  dock  sufiicient  in  which  to  begin  the  construction  of  the  ammunition 
ship  should  be  available  at  the  earliest  possible  date.  It  was,  of  course,  neces- 
sary with  such  a  project  that  the  caisson  of  the  dock  be  built  within  the  coffer- 
dam, in  order  that  it  should  be  in  place  when  the  cofferdam  was  removed,  all 
of  which  required  unusual  and  interesting  construction.  The  work  was  prose- 
cuted by  the  contractor  along  the  line  indicated,  and  the  caisson  was  built  by 
the  yard  force  immediately  above  the  sill  in  which  it  was  to  be  placed,  on 
blocking  8  feet  above  the  dock  floor.  It  was  lowered  by  sand  jacks  for  which 
no  precedents  could  be  found,  the  details  of  the  same  being  worked  out  by  the 
public  works  department  in  the  navy  yard  under  the  writer's  direction.  The 
civil  engineer  officer  who  was  in  direct  charge  of  this  work,  Lieut.  G.  W.  Plaisted, 
subsequently  wrote  an  article  upon  it,  which  appeared  in  the  Engineering  News- 
Record  of  November  13-20,  1919. 

During  the  construction  of  the  dock  but  few  hazards  of  nature  were  en- 
countered, and  these  were  readily  met  by  careful  work.  One  feature  as  to 
personnel  is  of  interest  in  this  connection.  It  was  found  that  the  work  was 
not  proceeding  on  the  dock  structure  in  a  satisfactory  manner,  and  it  became 
desirable  to  remove  the  superintendent  and  secure  another  who  could  produce 
better  results.  It  became  necessary  also  to  accelerate  the  enthusiasm  of  the 
contractor's  men  on  this  job,  particularly  the  foremen  in  charge  of  gangs  of 
workers.  Therefore  at  the  time  of  changing  superintendents  in  favor  of  one 
who  was  personally  known  to  the  public  works  ofTicer  as  being  most  efficient, 
and  for  the  purpose  of  securing  hearty  cooperation  and  loyalty  to  him  on  the 
part  of  the  various  foremen  under  his  direction,  a  modest  banquet  was  given 
at  a  small  cafe  in  Bremerton  on  July  16,  1918,  at  which  llie  public  works  officer 
told  the  story  of  the  inception  of  the  dock  and  its  importance  to  the  station,  for 
the  benefit  of  those  present;  and  it  was  a  matter  of  great  satisfaction  to  note 


WAR  ACTIVITIES  OF   BUREAU    OF   YARDS  AND  DOCKS.  195 

that  from  that  time  until  the  completion  of  the  work  the  construction  of  this 
dock  never  lagged.  It  was  completed  January  10,  1919.  It  is  proper  to  give 
considerable  credit  to  Chief  Insjjector  H.  A.  Sylvester,  B.  E.,  whose  resource- 
fulness during  times  of  emergency  was  of  considerable  benefit  in  pushing  the 
work  to  a  successful  completion. 

Some  time  after  the  Navy  Department  had  authorized  the  construction  of  the 
ammunition  ship  it  authorized  the  construction  of  a  second  one  from  the  same 
plans,  and  the  two  ships  were  built  in  the  dock,  one  forward  of  the  other,  and 
launched  at  the  same  time.  The  first  one  was  completed  to  a  degree  far  in 
advance  of  that  at  which  ships  are  usually  launched,  whereas  the  second  one 
was  considerably  behind  in  percentage  of  completion. 

The  two  ammunition  ships  were  ready  for  launching  in  the  latter  part  of 
1919,  and  the  ceremonies  of  christening  these  ships  were  preceded  by  the  exer- 
cises of  dedicating  the  dry  dock  itself.  This  was  done  by  Mrs.  Gregory,  who 
was  the  first  one  to  operate  the  valve  admitting  water  into  this  dock.  The 
sponsors  of  the  two  ships  launched  immediately  thereafter  were  Mrs.  Bisset, 
wife  of  Commander  Guy  A.  Bisset  (C.  C),  United  States  Navy,  and  Mrs.  Suz- 
zallo,  wife  of  Dr.  Henry  SuKzallo,  president  of  the  University  of  Washington. 

While  it  is  too  early  for  cost  records  to  indicate  a  great  economy  in  ship- 
building work  effected  by  reason  of  building  in  a  dock  of  this  character,  it  was 
nevertheless  most  convincing  to  all  those  who  have  had  to  do  with  the  ship- 
building operation  that  construction  methods  are  simplified  and  made  more 
economical  thereby.  It  stands  to  reason  that,  from  the  standpoint  of  handling 
materials  alone,  with  the  center  of  gravity  of  the  ship  under  construction  below 
the  yard  level,  there  must  be  a  saving  in  costs  in  placing  we"ghts  on  the  vessel 
under  construction.  Furthermore,  building  on  a  level  keel  reduces  the  neces- 
sity for  the  use  of  batters  in  building  bulkheads ;  and  the  greater  accessibility 
afforded  the  yard  working  force  is  another  feature  which  greatly  affects  the 
cost  of  work.  Launching  is  deprived  of  its  hazards,  whereas  this  operation 
at  some  yards,  where  the  channel  is  narrow,  is  extremely  serious  and  expensive. 
It  is  the  writer's  belief  that  as  time  passes  and  further  experience  is  gained 
from  observation  of  construction  in  this  dock  the  idea  will  be  held  in  greater 
favor. 

The  shipbuilding  dock  as  designed  and  constructed  is  130  feet  wide 
(clear,  between  copings)  and  about  928  feet  long  (clear,  between 
coping  at  head  and  caisson  gate  entrance).  Its  floor  is  at  elevation 
plus  96.5  and  copings  at  elevation  plus  127,  while  mean  low  water  is 
plus  109.4,  mean  high  water  at  plus  120,  and  extreme  high  water  at 
plus  124.8. 

The  walls  of  the  dock  are  of  reinforced-concrete  slab  and  counter- 
fort construction.  The  floor  is  of  plain  concrete  with  broken-stone 
cross  drains  and  stone-filled  openings  through  the  floor  for  relief 
of  hydrostatic  pressure  on  the  bottom  of  dock.  A  system  of  longi- 
tudinal and  lateral  culverts  drains  the  dock  (of  seepage  water  as  well 
as  in  emptying)  through  a  pump  well  and  two  10-inch  centrifugal 
pumps.  The  dock  is  filled  by  means  of  two  sluice  gates  and  culverts, 
one  located  on  each  side  of  the  entrance,  and  through  valves  in  the 
caisson. 

The  entrance  gate  is  of  the  floating  caisson  type  generally  used  for 
dry  docks.    The  hull  is  constructed  entirely  of  structural  steel,  with 


196  WAR   AOTIVlTIi:S   OF   BUREAU    OF   YARDS   AND   DOCKS. 


\   ,     ,    \  .;:   i.    M.:rc   IshlUil,   Calif. 


Submarine  luiildiu;::  slips,  Nav\-  Yard,  IVvrtsnioutli,  N.  H. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  197 

creosoted  white-oak  fenders  and  wales  and  white-oak  and  white-pine 
sills  bearing-  against  the  gate  seats.  The  caisson  is  equipped  with  two 
10-incli  motor-operated  pumps  for  emptying  and  two  motor-operated 
capstans. 

The  crane  facilities  have  thus  far  been  provided  on  the  basis  of 
auxiliary  vessels  being  constructed;  and  though  they  are  in  excess  of 
those  at  the  old  New  York  and  Mare  Island  ways,  they  do  not  pro- 
vide the  lifting  capacity  needed  for  the  most  efficient  and  expeditious 
construction  of  capital  ships.  These  facilities  consist,  as  above  noted, 
of  four  traveling,  revolving-jib  (hammer-head)  cranes  of  20-ton 
capacity  at  60  feet  radius  and  15  tons  at  85  feet,  with  a  105-foot  lift 
above  the  bottom,  two  operating  on  each  side  of  the  dock. 

Of  the  two  ammunition  ships  launched  in  December,  1919  (see 
above),  it  is  of  interest  to  note  that  the  keel  of  one  (the  Pyro)  was 
laid  in  August,  1918,  well  ahead  of  the  armistice.  Construction  on  the 
other  (the  Nitro)  began  in  March,  1919. 

Mare  Island  icays. — At  the  navy  yard.  Mare  Island,  Calif.,  exten- 
sive reconstruction  of  battleship  ways  No.  1,  begun  after  the  launch- 
ing of  the  California  in  November,  1919,  is  still  under  way.  There 
alterations  consist  principally  of  widening  the  slip  on  one  side, 
lengthening  ways  at  both  ends,  and  strengthening  foundatiom 
for  heavier  loading.  No  increases  in  weight-handling  equipment 
have  been  made.  The  approved  development  plan  for  Mare  Island 
provided  for  entirely  new  building  slips  of  the  type  constructed  at 
eastern  yards,  to  be  located  near  the  new  structural  shop,  and  de- 
cision as  to  more  extensive  remodeling  of  wa3^s  No.  1  would  depend 
upon  the  policy  as  to  construction  of  the  new^  slips. 

Portsmouth,  N.  H.,  suhmarine  loays. — At  the  navy  yard,  Ports- 
mouth, N.  H.,  two  additional  covered  building  ways  were  provided 
for  the  simultaneous  construction  of  four  additional  submarines. 
The  old  ways  in  the  Franklin  ship  house  are  now  being  extended, 
and  crane  facilities  are  being  provided  so  that  larger  submarines  can 
be  constructed  (the  latter  work  undertaken  since  the  armistice). 

Destroyer  ways,  Charleston  and  Mare  Island. — For  destroyers, 
three  building  ways,  located  adjacent  to  the  older  ways,  with  addi- 
tional hammer-head  crane  equipment,  were  provided  at  the  Charles- 
ton, S.  C,  yard,  and  a  double  building  slip  for  destroyers  was  pro- 
vided at  the  Mare  Island  yard. 

Minesiveeper  ways,  Philadelphia  and  Puget  Sound. — For  mine- 
sweepers, double  ways,  with  locomotive-crane  service,  were  installed 
at  the  Philadelphia  and  Puget  Sound  yards. 

FITTING-OUT  PIERS  AND  CRANES. 

General. — The  type  fitting-out  pier  is  100  feet  wide,  1,000  feet  long, 
and  is  designed  for  a  depth  of  water  of  40  feet.    For  convenience  in 


198  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

transporting,  handling,  and  storing  material  under  all  conditions, 
four  standard-gauge  tracks  are  provided.  The  weight-handling 
facilities  consist  of  a  hammer-head  crane  of  350  gross  tons  capacity, 
located  400  feet  from  the  outer  end  of  the  pier,  and  of  two  traveling 
hammer-head  cranes  of  5  to  10  tons  capacity  operating  over  the  full 
length  of  the  pier  and  located  one  on  either  side  of  the  large  crane. 

Two  of  these  piers  were  constructed — one  each  at  the  Philadelphia 
and  Norfolk  yards.  Plans  were  prepared  for  the  lengthening  and 
remodeling  of  Pier  C  at  the  New  York  yard  along  similar  lines,  but, 
on  account  of  interference  with  existing  yard  buildings  and  facilities, 
this  project  has  been  kept  in  abeyance  pending  the  extension  of  the 
yard. 

The  Philadelphia  and  Norfolk  piers,  while  identical  as  to  principal 
dimensions,  vary  greatly  as  to  type  of  construction,  because  of  differ- 
ing local  conditions;  the  ravages  of  marine  borers  at  Norfolk  being 
one  factor  that  had  to  be  taken  into  account.  Permanency  was,  of 
course,  an  essential  requirement  in  either  case,  but  the  problem  at 
Philadelphia  was  much  the  simpler  on  account  of  the  absence  of 
teredo,  a  fact  which  permitted  the  use  of  unprotected  timber  piling. 

Philadelphia  fitting-out  pier. — The  Philadelphia  pier  was  con- 
structed in  from  25  to  35  feet  of  water,  and  is  of  the  open  type. 
The  deck  consists  of  a  reinforced  concrete  slab  and  longitudinal 
beams  supported  on  reinforced  concrete  cross  walls  spaced  10  feet 
center  to  center.  The  latter  are,  in  turn,  supported  on  plain  timber 
pile  bents  framed  at  the  top  with  timber  clamps.  The  piles  are 
driven  into  the  hard  gravel  stratum  underlying  the  river  bottom, 
and  are  cut  off  a  foot  above  mean  low  water. 

The  pier,  including  foundations  for  the  large  crane,  was  con- 
structed under  contract  with  the  Snare  &  Triest  Co.,  of  New  York 
City. 

Norfolk  fitting-out  pier. — The  Norfolk  pier  is  of  the  closed,  re- 
lieving-platform  type  (a  timber  platform,  located  just  above  mean 
loAv  water,  supported  on  timber  pile  and  cap  bents,  surmounted  by 
an  8-foot  earth  fill  and  with  the  earth  below  the  platform  retained 
by  reinforced-concrete  sheet  piling  at  faces  of  pier,  and  above  the 
platform  by  concrete  retaining  walls).  This  type  was  the  natural 
choice  in  view  of  the  conditions  obtaining. 

The  pier  was  built  on  ground  lying,  in  general,  just  above  high 
water,  so  that  the  entire  construction  could  be  performed  "  in  the 
dry"  and  without  excessive  excavation.  After  the  successful  con- 
clusion of  structural  operations,  the  placing  of  railroad  and  crane 
tracks,  cranes,  trolley,  conduits,  etc.,  capstans  and  various  fittings, 
and  dredging  of  slips  completed  the  pier  for  operation. 

Both  timber  and  concrete  sheet  piles  are  driven  well  into  the 
marly  clay  underlying  the  site.    The  concrete  sheet  piles  are  of  the 


tJUREAU    OF   YARDS  &•  DOCKS- NAVy  DEPT. 


GE"/1EeAL    PLAAiS 

IPBUILDING  V/AY>S  N^  2 

riAVy    >ARP.    PMILADELPMIA   PA. 


-     -40    r-EBT 


37022—21.      (To  face  page  198.)      No.   1 


i,i„ t  ^*MWti''tttitt«tMwttttttte^«»mtffliittffii'fM  s 


nSHIPBUILDING  WAY5  N^  2 

U.S.  /lAVy    VM^D.   PMILADEJ-PMIA   PA. 


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BUREAU    OF    YARD5  &   DOCKS   NAVY   DEP'T 

»  GENERAL  PLANS 

riTTINGOUTPlER 

U-5  NAVY  YARD       NOREOJJ^.VA 

SCALE 


ll~c-.50Ii-T  M~=H -ZOfBiT  lUcH-lDftc 


37022—21.     (To  face  page  198.)     No.  2 


GENERAL  PL/AIMS- — 

FIttingoutPier 

U  5  NAVY  YARD      NORFOLK, VA 


f^^ 


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Bu/khead    Storage 


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Tap  flail  ^  15   Ton  Crane     S/eK   /SJ-o-y- 


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BUREAU    or    YARD3  &  bOC^5-^4A^A'  DEPT. 

GENERAL  PLANS 

RECONSTRUCTED  SUP  N2 1 

NEW  YORK 


IINCH     »  40  FEET 


37022 — 21.      (To  face  page  198.)      No.  3 


Typical  half  3zction 

Scale  -  f-Ziyo- 


Timbttr  Piles 


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M-oi  3yo' 


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BU  OF  YARD5&-DOCK5  NAVY  DEPT. 

GE/iERAL     PLAA^S 

6H1P5UILDI/^G  DOCK 

PUQET  SOU^D 


37022 — 21.     (To  face  page  198.)     No.  4 


Tfniiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiii I I 


C]E;1CGAL    PLA/A3 

SHIPBUILDWa  DOCK 

PUQET  SOU/SD 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS.  199 

tongue-and-groove  type,  24  inches  thick,  18  inches  wide  on  the  face, 
and  60  feet  long,  with  bottoms  beveled  to  facilitate  driving  of  piles 
in  close  contact,  so  as  to  form  practicall}^  a  solid  wall  of  concrete  24 
inches  thick  around  the  entire  structure. 

The  retaining  walls  are  of  hollow  construction,  an  interior  tunnel 
being  provided  for  carrying  pipes,  ducts,  etc.,  for  the  various  services, 
such  as  air,  water,  electricity,  and  telephone  required  for  pier  and 
ships. 

This  pier,  including  foundations  for  the  fitting-out  cranes  and  also 
considerable  adjacent  bulkhead  and  quay-wall  work  of  the  same  type, 
was  constructed  under  contract  with  H.  P.  Converse  &  Co..  of  Boston, 
Mass. 

350-ton  -fitting-out  crane. — Only  one  of  the  proposed  large  fitting- 
out  cranes  has  been  constructed  thus  far,  namely,  the  one  at  the 
Philadelphia  yard,  which  has  been  completed  since  1919.  This  crane 
has  a  single-load  capacity  of  350  gross  tons. 

General  conditions. — The  crane  is  located  on  the  recently  constructed  1,000- 
foot  fitting-out  pier  at  the  yard,  and  its  completion  represents  a  definite  step  in 
engineering  progress. 

An  idea  of  its  size  may  be  had  from  the  fact  that  a  10-story  building  could 
be  placed  under  the  jib  of  the  crane,  and  that  its  over-all  height  is  over  245 
feet,  or  about  that  of  a  17  or  18  story  building. 

The  cost  of  the  entire  crane  structure  above  the  foundations  was  approxi- 
mately $875,000  and  of  the  foundations  .$120,000,  and  it  will  serve  the  purpose 
of  placing  the  heavier  parts,  such  as  the  turrets,  ordnance,  armor  plate,  boilers, 
machinery,  etc.,  on  the  capital  ships  to  be  constructed  at  the  yard,  as  well  as 
that  of  removing  and  placing  heavy  parts  in  connection  with  repairs  to  ships. 

Tests  of  the  new  crane,  in  the  course  of  which  it  was  loaded  to  125  per  cent 
of  rated  capacity  and  operated  in  all  cycles  of  duty,  were  successfully  carried 
out.    The  largest  single  load  in  these  tests  was  980,000  pounds. 

In  the  most  spectacular  of  the  tests  the  giant  crane  lifted  a  total  load  of 
1,010,0(X)  pounds — a  locomotive  weighing  100.000  pounds  on  the  auxiliary  (50- 
ton)  hoist,  a  load  of  steel  billets  weighing  416.000  pounds  on  each  of  the  main 
(17.5-gross  ton)  hoists,  and  a  locomotive  weighing  78,000  pounds  on  the  ma- 
chinery-house crane. 

The  maximum  capacities,  50  gross  tons  for  the  auxiliary  hoist  and  350  gross 
tons  for  the  main  hoist,  were  determined  in  conjunction  with  the  Bureaus  of 
Construction  and  Repair  and  Steam  Engineering  as  ones  that  would  permit 
turrets,  guns,  etc.,  to  be  completely  assembled  (except  for  armor  plating)  in 
shops  and  transferred  to  tlie  crane  on  barges  or  cars  and  placed  aboard  the 
ship  intact,  eliminating  the  operations  of  dismantling  and  subsequent  re- 
assembling on  board  ship  usually  necessary,  with  a  consequent  marked  increase 
in  economy  of  time  and  money  in  the  construction  of  capital  ships.  The  large 
weight-handling  capacity  will  also  make  the  crane  of  inestimable  value  in  the 
performance  of  major  repairs  to  vessels. 

The  location  of  the  crane  at  the  waists  of  the  ships  berthed  on  either  side  of 
the  pier  will  permit  the  placing  of  most  of  the  heavy  weights  without  moving 
or  turning  the  ships.  The  placing  of  minor  parts,  which  will  form  the  greater 
proportion  of  the  work  of  fitting  out  a  ship,  will  be  rapidly  and  economically 
done  by   two  auxiliary  small-capacity    (5   to  10   tons)    quick-acting  traveling 


200  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

cranes  installed  to  operate  along  the  pier  on  each  side  of  the  main  crane. 
In  some  cases  it  is  contemplated  that  these  cranes  may  also  be  supplemented 
by  floating  derricks  where  it  is  desirable  to  expedite  the  construction  by  placing 
oiediurn  weights  beyond  the  reach  of  the  pier  cranes  without  moving  the  ship. 

General  description  of  crane. — The  crane,  as  designed  and  constructed,  con- 
sists of  a  fixed  portal  56  feet  square,  supporting,  on  deep  girders,  an  octagonal 
tower  about  56  feet  wide  at  the  bottom  and  tapering  to  a  bearing  pintle  5  feet 
in  diameter  at  a  height  of  appi'oximately  201  feet  above  the  deck  of  the  pier. 
Supported  vertically  on  this  bearing  pintle  and  revolving  thereon  is  a  horizontal 
cantilever  jib  or  boom  300  feet  long  over  all.  to  which  is  rigidly  attached  a 
*'  petticoat "  which  envelopes  the  fixed  tower  from  the  bottom  of  the  jib  down 
to  a  height  just  above  the  portal.  The  entire  vertical  load  from  the  jib  is 
transmitted  to  the  tower  at  the  pintle,  mentioned  above,  but  lateral  thrusts 
are  taken  into  the  base  of  the  octagonal  tower  by  the  circular  girder  which 
forms  the  rim  of  the  '  petticoat,"  as  well  as  at  the  pintle.  The  forward  cantilever 
of  the  jib  contains  the  three  runways  for  the  trolleys  that  carry  the  loads.  The 
rear  cantilever  of  the  jib  carries  the  counterweight  and  the  house  containing  the 
machinery  and  drums  for  hoisting  and  lowering  loads  and  racking  the  trolleys 
in  and  out  on  the  forward  cantilever.  The  machinery  for  revolving  the  jib  is 
located  at  the  level  of  the  top  of  the  portal  girder,  and  the  rotating  impulse  is 
transmitted  through  the  rim  of  the  "  petticoat."  This  enveloping  "  petticoat " 
provided  a  greater  factor  of  safety  against  failure  by  overturning  of  the  jib,  in 
the  event  of  excessive  accidental  overload  of  crane,  than  would  be  given  by  the 
other  and  more  usual  design  under  consideration  by  the  bureau,  in  which  the 
jib  is  simply  supported  by  the  tower  on  a  circular  bearing  similar  to  that  of  a 
swing  bridge  or  a  turntable.  The  entire  framework  of  the  crane  is  of  structural 
steel  of  bridge  grade,  and  the  entire  operation  is  by  means  of  electricity. 

Access  to  the  jib,  machinery  house,  etc.,  is  provided  by  means  of  a  steel 
stairway  in  the  tower  and  an  electi-ical  elevator  mounted  on  the  outside  of  the 
"petticoat"  and  the  jib. 

Details. — The  forged  steel  hooks  by  which  the  loads  are  raised  have,  in  the 
case  of  the  175-ton  hook,  a  shank  0  inches  in  diameter,  and  in  the  case  of  the 
350-ton  hook,  a  shank  13  inches  in  diameter.  The  50-ton  block  and  load  are 
carried  by  eight  l|-inch  wire  ropes;  the  175-ton  block  and  load  by  16  l|-inch 
wire  ropes  running  on  .50-inch  pulleys,  and  the  350-ton  hook  and  load  by  32 
If-inch  wire  ropes.  The  350-ton  hook  is  carried  from  the  two  175-ton  blocks 
by  a  steel  equalizing  beam  4  feet  101  inches  deep. 

The  clear  lift  of  the  main  hook  is  141  feet  above  and  29  feet  below  the  deck 
of  the  pier ;  and  of  the  auxiliary  hoist,  151  feet  above  and  29  feet  below.  The 
three  trolleys  carrying  loads  in  and  out  on  the  forward  cantilever  of  the  jib 
operate  on  separate  runways — the  one  50-ton  trolley  to  a  distance  of  190  feet 
from  the  center  of  the  tower,  and  the  two  175-ton  trolleys  to  a  distance  of 
115  feet  from  the  center.  The  two  latter  are  arranged  so  that  they  can  be 
coupled  together  in  order  to  lift,  by  means  of  the  additional  hook  and  equal- 
izing beam  above  mentioned,  the  capacity  load  of  the  main  hoist,  350  gross  tons 
or  392  short  tons. 

The  forward  cantilever  is  200  feet  long,  40  feet  wide  from  the  tower  to  the 
limit  of  travel  of  the  main  hoists,  and  13  feet  4  inches  beyond  that.  Its  trusses 
have  a  depth  of  40  feet  at  the  tower. 

The  rear  trusses,  carrying  the  machinery  house  and  the  counterweight,  are 
100  feet  long  and  20  feet  deep,  and  form  a  cantilever  40  feet  wide. 

The  machinery  house  it.self  is  a  large  building— 80  feet  long,  43  feet  wide, 
and  32  feet  high — and  contains  the  machinery  for  hoisting  and  lowering  the 
hooks  and  for  racking  the  trolleys.    The  two  main  hoisting  motors  and  the  one 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


201 


202  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


OflScial  test  of  350-ton  fitting-out  crane,  Navy  Yard,  Philadelphia,  Pa. 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS.  208 

auxiliary  hoisting  engine  are  of  87  horsepower  each ;  the  two  main  racking 
motors  and  the  one  auxiliary  racking  motor  are  of  27^  horsepower  each.  The 
drums  on  which  the  ropes  for  the  main  hoist  are  wound  are  10  feet  in  diameter 
and  14  feet  long,  and  revolve  on  a  shaft  10^  inches  in  diameter. 

The  machinery  house  also  carries  an  overhead  traveling  crane  of  the  bridge 
type  of  35  tons  capacity  (determined  by  the  weight  of  the  main  drum  and 
drum  shaft)  for  the  handling  of  machinery.  The  runway  on  which  this  crane 
operates  extends  through  the  rear  wall  of  the  machinery  house  a  distance  of 
17  feet.  By  lowering  the  rear  wall  of  the  house,  which  is  especially  designed 
for  the  purpose,  the  crane  is  permitted  to  travel  out  beyond  the  end  of  the 
building  in  order  to  transfer  parts  to  and  from  the  pier,  about  215  feet  below. 

The  counterweight  is  of  concrete,  and  weighs  628,000  pounds. 

The  pintle  supporting  the  rotating  part  of  the  structure  (jib  and  "  petticoat ") 
is  of  cast  steel,  60*  inches  in  diameter,  and  when  the  crane  is  loaded  to 
rated  capacity,  carries  a  vertical  load  of  5,834,000  pounds,  and  takes  a  lateral 
thrust  due  to  maximum  conditions  of  wind,  loading,  and  eccentricity,  of  607,000 
pounds.  The  vertical  load  is  taken  by  means  of  220  roller  bearings,  3  inches 
in  diameter,  and  the  horizontal  thrust  by  62  rollers,  2  inches  in  diameter.  The 
metal  of  the  bearing  rollers  is  a  high-carbon,  high-chromium  tool  steel  with  the  ex- 
ceptional ultimate  bearing  strength  of  290,(X)0  pounds  per  square  inch  after  hard- 
ening treatment — raised  from  96,000  pounds  per  square  inch  before  treatment. 

The  eccentricity  mentioned  is  due  to  the  fact  that  the  jib  is  designed  so  that 
the  overturning  moment,  or  the  tendency  of  the  jib  to  overturn,  is  equal  and 
opposite  in  direction  under  each  of  the  two  conditions  of  no  loading  and  maxi- 
mum rated  load ;  in  case  of  no  load  on  crane,  the  center  of  gravity  of  the 
rotating  mass  is  12.45  feet  behind  that  of  the  tower,  and  in  the  case  of 
maxinumi  load,  10.65  feet  in  front.  This  tendency  toward  overturning  is  re- 
sisted by  the  horizontal  bearing  of  the  bottom  rim  of  the  "  petticoat "  on  the 
circular  girder  encircling  the  tower  legs,  as  well  as  by  the  horizontal  bearing 
at  the  pintle.  The  horizontal  thrust  at  the  bottom  rim  of  the  "  petticoat " 
is  taken  up  by  means  of  64  26-inch  wheels  mounted  on  two  chains  and  bear- 
ing on  a  circular  girder  55  inches  deep  and  64  feet  in  diameter. 

The  sluing  or  revolving  mechanism,  located  at  the  top  of  the  portal,  con- 
sists of  an  87-horsepower  motor  with  gearing,  driving  4  pinions  working  into  a 
rack  64  feet  in  diameter,  having  768  teeth  of  3.1 416-inch  pitch  and  12-inch  face. 

The  operating  speeds  of  the  crane  are  as  follows : 
Hoisting:  minute. 

Main  hoist 2i 

Auxiliary  hoist 15 

Racking : 

Main  trolley 15 

Auxiliary  trolley 80 

Revolving :  One  complete  revolution  in  12  minutes. 

All  of  the  operations  of  the  crane  are  controlled  from  an  operator's  cab  located 
under  the  jib,  adjacent  to  the  tower  and  in  full  view  of  all  of  the  handling 
operations  of  the  crane.  The  machinery  is  controlled  from  the  cab  by  means 
of  master  controllers  operating  solenoid  switches  located  in  the  machinery 
house.  Clutches  for  throwing  the  hoists  into  high  or  low  gear  and  for  coupling 
together  the  main  hoists  when  using  the  equalizer  beam  are  located  in  the 
machinery  house  and  are  mechanically  operated  by  levers  in  the  operator's  cab. 

The  structure  is  designed  so  that  when  it  becomes  necessary  to  renew  pintle 
bearings  or  make  repairs  the  entire  rotating  structure  (jib  and  "petticoat") 
can  be  jacked  up  from  the  portal  by  means  of  four  30-inch  jacks  of  560  tons 
capacity  each. 


204  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

The  portal  lias  four  legs,  spaced  50  feet  center  to  center,  each  of  a  sectional 
area  of  385  square  inches  of  structural  steel,  supporting  the  massive  girders  9 
feet  deep  which  carry  the  octagonal  tower.  The  maximum  load  on  one  of 
these  legs  was  computed  at  3,000,000  pounds  under  maximum  conditions  of 
wind  pressure,  and  for  this  load  the  legs  and  the  foundations  were  designed. 
The  portal  has  a  clear  height  of  25  feet  7  inches,  which  provides  ample  clearance 
for  locomotive  cranes  or  other  equipment  on  the  two  tracks  passing  through  it. 
A  power  substation  which  furnishes  the  electrical  current  for  the  operation  of 
the  crane  is  also  located  beneath  the  portal. 

The  entire  dead-weight  of  the  crane  structure  is  calculated  at  4,000  tons. 
An  uplift  of  59,000  pounds  being  possil)le  in  any  One  leg,  due  to  maximum  wind 
loads  on  the  structure,  four  bolts  3  inches  in  diameter  are  used  to  anchor  each 
leg  to  the  foundations. 

Foundations. — The  four  tower  legs  are  supported  on  grillages  10  feet  4  inches 
square,  each  made  up  of  two  layers  of  rolled  steel  girders  embedded  in  massive 
reinforced  concrete  caps  35  feet  4  inches  square  and  9  feet  6  inches  deep,  tied 
securely  together  longitudinally  and  transversely  by  the  deep  reinforced  con- 
crete girders  of  the  pier  deck.  Each  of  these  caps  rests  on  156  timber  piles 
driven  to  the  hard  cemented  gravel  river  bottom  and  cut  off  at  water  level. 
The  piles  are  supported  laterally  by  an  earth  fill  inclosed  and  retained  by 
reinforced  concrete  sheet  piles  jetted  and  driven  into  the  hard  river  bottom. 
Most  of  these  sheet  piles  are  18  by  24  inches  in  section  and  52  feet  long,  weigh 
about  12  tons,  and  are  tongued  and  grooved  to  interlock  one  with  another  to 
form  a  reinforced  concrete  wall  around  the  entire  foundation,  24  inches  thick 
and  spanning  from  caps  and  lateral  connecting  girders  to  the  river  bottom. 

The  crane  structure  was  designed  by  the  McMyler-Interstate  Co.,  of  Bedford, 
Ohio,  under  the  general  supervision  and  in  accordance  with  the  specifications 
of  the  Bureau  of  Yards  and  Docks,  and  was  erected  by  that  company  under 
the  supervision  of  the  public  works  oflicer  at  the  navy  yard.  The  contract  for 
the  crane  was  awarded  to  the  McMyler-Interstate  Co.  in  .January,  1918,  and 
the  erection  was  completed  in  December,  1919. 

The  foundations  wei'e  designed  by  the  Bureau  of  Yards  and  Docks  and  con- 
sti'ucted  by  the  Snare  &  Triest  Co.,  of  New  York  City,  as  a  part  of  the  fitting-out 
pier.  This  construction  was  also  under  the  general  supervision  of  the  public 
works  officer. 

Auxiliary  fitting-out  cranes. — The  auxiliary  cranes  are  of  the  same 
general  type  as  those  installed  at  the  Puget  Sound  shipbuilding  dock, 
but  with  greater  lifts,  reaches,  and  operating  speeds  and  smaller 
lifting  capacity. 

The  maximum  lift  is  130  feet — about  90  feet  above  the  level  of  the 
pier  and  40  feet  below ;  the  reaches  and  capacities  are  5  tons  at  a 
radius  of  140  feet  and  10  tons  at  80  feet.  The  maximum  operating 
speeds  are  as  follows : 

Feet  per  minute. 

Hoisting,  5-ton  loadj. 100 

Hoisting,  10-ton  load 50 

Racking,  5-ton  load 300 

Racking,  10-ton  load 250 

Crane  travel,  10-ton  load 200 

Rotating,  10-ton  load,  at  maximum  radius 300 

Three  of  these  cranes,  two  for  the  Norfolk  pier  and  one  for  Phila- 
delphia, have  been  constructed  by  the  McMyler-Interstate  Co. 


WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS. 


205 


Fitting-out  cranes,  Navy  Yard,  Philadelphia,  Pa.     Left  to  right :  350-ton  crane  ;  auxil- 
iary traveling  crane. 


^^1|^H 

I^BppB 

ii 

^^^^^^^^^^^^^^^^^H 

Auxiliary  fitting-out  cranes  ncaring  completion.  Navy  Yard,  Norfolk,  Va. 


206  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  207 

WATER-FRONT  AND  GENERAL  IMPROVEMENTS. 

General. — The  various  main  projects  under  the  above  head  have 
been  touched  upon  previously,  but  no  mention  has  been  made  of  the 
various  auxiliary  improvements  necessary  to  the  efficient  operation 
of  plants.  Yard  railroad  systems,  streets,  and  sewers  naturally  had 
to  be  extended  on  a  large  scale. 

Tracks,  streets,  and  sewers. — At  each  of  the  yards — Philadelphia 
and  Norfolk  (and  at  the  other  yards  in  proportion  to  the  major 
improvements) — several  miles  of  new  standard-gauge  track  were 
laid  to  serve  the  new  shipbuilding  industrial  areas  and  to  provide 
classification  tracks  for  the  proj)er  handling  of  the  greatly  increased 
volume  of  traffic.  Of  equal  magnitude  and  importance  are  the 
extensions  to  yard  streets  and  to  storm  and  sanitary  sewers. 

All  of  this  railroad  and  municipal  work  has  been  performed  in 
accordance  with  the  best  current  practice,  modified  to  suit  local 
conditions.  The  new  streets  at  the  various  yards  are  practically 
all  of  permanent  construction — vitrified  brick,  wood  block,  or  con- 
crete, according  to  the  nature  of  service  expected  and  conformably 
with  preferred  yard  practice.  Concrete  pavements  are  being  more 
and  more  widely  used,  because  of  their  suitability  and  economy  in 
relation  to  the  increasing  proportion  of  rubber-tired  traffic. 

This  work  has  been  performed  under  a  great  number  of  contracts 
and  also,  to  a  large  extent,  by  yard  forces. 

Water-front  imfroveinents. — Because  of  the  costly  nature  of  this 
work,  the  time  required  for  its  execution,  and  the  lack  of  sufficient 
funds,  water-front  improvements  and  berthing  facilities  have  not 
been  provided  to  keep  pace  with  general  development,  nor  have  such 
improvements  been  at  all  commensurate  with  the  increase  in  the  Navy 
afloat.  Extensive  accommodations  of  this  nature  are  necessary  at 
most  of  the  shipbuilding  yards,  particularly  New  York,  Philadelphia, 
Norfolk,  Charleston,  Puget  Sound,  and  Mare  Island. 

The  most  extensive  improvements  undertaken  in  connection  with 
shipbuilding  and  repair  development  (aside  from  the  fitting-out 
piers  described  above)  are  at  the  Norfolk  yard,  where  about  1,300 
feet  of  quay  wall  of  the  relieving-platform  type,  with  concrete  sheet 
piles,  have  been  or  are  now  being  constructed  adjacent  to  the  fitting- 
out  slips.  Nearly  1,500,000  cubic  yards  of  dredging  has  been  per- 
formed in  connection  with  this  improvement. 

The  quay-wall  work  and  dredging  is  being  executed  under  con- 
tracts with  H.  P.  Converse  &  Co.,  who  were  also  the  contractors  for 
the  fitting-out  pier. 
37022—21 14 


208  WAR  ACTIVITIES  OF  BUREAU   OF   YARDS  AND  DOCKS. 

MISCELLANEOUS  PROJECTS. 

FLOATING  CRANES. 

General. — The  typical  navy-yard  development  plan  contemplates 
the  provision  of  floating  derricks  and  cranes  of  capacities  varying 
from  15  and  20  tons  to  150  tons  to  assist  shore  cranes  in  the  fitting 
out  of  vessels  and  for  use  in  connection  with  repairs  to  ships.  A 
few  of  the  smaller  cranes  and  two  of  large  capacity  were  provided 
shortly  prior  to  and  during  the  war. 

One  hundred  and  ftfty-ton  cranes^  Norfolk  and  Mare  Island. — Of 
these  floating  cranes,  the  most  interesting  are  the  two  large  revolv- 
ing cranes  constructed  for  the  navy  yards,  Norfolk  and  Mare  Island. 
They  are  of  the  jib  type,  with  capacities,  reaches,  and  lifts  as  follows : 


Capacity 
(gross 
tons). 

At  maximum  radius 
(jib  in  lowest  po- 
sition). 

At  minimum  radius 
(jib  in  liighest  po- 
sition). 

Radius 

Lift  above 
water. 

Radius. 

Lift  above 
water. 

150 

25 

Feet. 
1  105 
123 

Feet. 
90 
100 

Feet. 
29 
34 

Feet. 
146 
166 

'62.5  feet  over  side  and  end  fenders. 
Lift  below  water  25  feet . 


The  steel  pontoons  of  these  cranes  are  85  feet  wide  by  140  feet  long, 
with  a  draft  of  about  8  feet.  Both  cranes  were  designed,  to  the  bu- 
reau's specifications,  and  constructed,  by  the  Wellman-Seaver-Mor- 
gan  Co.,  of  Cleveland,  Ohio.  In  the  case  of  the  Norfolk  crane,  the 
contract  included  the  construction  of  the  pontoon ;  that  for  the  Mare 
Island  crane  was  built  by  navy-yard  forces.  The  Norfolk  crane  was 
completed  in  1917,  and  the  one  at  Mare  Island  in  1918. 


SPECIAL  LOCOMOTIVE   CRANES. 

Dry-dock  cranes. — Principally  for  use  in  connection  with  the  new 
dry  docks  (described  elsewhere),  50-ton  locomotive  jib  cranes  have 
been  constructed  for  yards  as  follows :  New  York,  1 ;  Philadelphia, 
2;  Norfolk,  1;  and  naval  station,  Pearl  Harbor,  Hawaii,  1.  Except- 
ing the  one  for  New  York,  which  is  steam-operated,  all  of  these 
cranes  are  electrically  powered.  The  revolving  .structure  of  these 
cranes  is  mounted  on  a  portal  tower,  permitting  of  the  passage  of 
standard-gauge  rolling  stock  on  tracks  underneath.  The  working 
capacities,  except  for  New  York,  are :  Main  hoist,  50  gross  tons  at  a 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  209 


*C2s| 


*.7; 


Floatiug  crauc    (150-ton),   Kavy   Yard,    Mare    Island,   Calif. 


210  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AKD   DOCKS. 


Floiitiuin  ciano   (loO-ton),  Navy  Yard,  Norfolk,  Va. 


*•■" -'<"»^  ■"-''*  ■' 


ton)   for  liiy  l>.Hk  Xc  :;.  Navy   Vaid,   riiiladrlphia,  I'a. 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  211 

reach  of  approximately  91  feet,  and  lift  of  65  feet  above  ground  and 
50  feet  below ;  auxiliary  hoist,  15  gross  tons  at  a  reach  of  approxi- 
mately 130  feet,  and  lift  of  90  feet  above  ground  and  50  feet  below. 
The  reaches  for  the  New  York  crane  are  somewhat  less  because 
the  dry  docks  at  that  yard  are  smaller  than  those  more  recently  con- 
structed. It  is  to  be  noted  that  a  capacity  of  50  tons  is  generally 
ample  for  cranes  serving  dr}'  docks,  where  overhauls  of  a  relatively 
minor  nature  are  executed.  The  capacities  of  floating  and  fitting-out 
cranes  are,  as  has  been  seen,  much  larger  in  important  cases. 

MARINE  RAILWAYS, 

General. — In  order  that  the  numerous  smaller  vessels  of  the  Navy 
(such  as  patrol  boats,  submarines,  minesw^eepers,  destroyers,  gun- 
boats, barges,  tugs,  etc.)  may  be  conveniently  and  economically  taken 
out  of  the  water  for  repairs  or  overhauling,  a  marine  railway  of  suit- 
able capacity  is  an  essential  part  of  the  equipment  of  any  station 
whose  mission  includes  the  care  of  such  vessels.  At  a  yard  where 
only  the  larger  dry  docks  are  available,  a  suitable  marine  railway  is 
desirable  because  of  its  economy  of  operation  and  the  probability  of 
more  urgent  need  of  the  docks  for  major  vessels;  and  at  a  station 
where  docks  are  not  available,  the  marine  railway  becomes  an  indis- 
pensable requisite.  The  shortage  of  equipment  of  this  nature,  both 
at  naval  and  commercial  plants,  was  recognized  prior  to  the  war; 
and,  needless  to  state,  the  increases  in  the  Navy  of  recent  years  have 
greatly  emphasized  this  necessity. 

Appropnations. — The  act  of  October  6,  1917,  contained  an  appro- 
priation of  $350,000  for  "  Marine  railways  at  navy  yards  and  sta- 
tions." The  naval  appropriation  acts  of  March  4,  1913,  and  July  1, 
1918,  made  specific  appropriations  for  marine  railways  at  the  naval 
station,  Pearl  Harbor.  Hawaii,  and  the  Naval  Fuel  Depot,  San  Diego, 
Calif.,  respectively.  (The  naval  appropriation  act  of  June  -1,  1920, 
made  additional  specific  appropriations  for  the  completion  and  in- 
crease in  capacity  of  the  Pearl  Harbor  and  San  Diego  marine  rail- 
ways.) 

Marine  railways  consi/ructed. — Under  the  appropriation  first 
named,  marine  railways  for  ships  up  to  2,000  tons  displacement  were 
constructed  at  the  navy  yards,  Boston,  Mass.,  and  Charleston,  S.  C. 

Under  the  appropriations  of  March  4,  1913,  and  July  1,  1918,  con- 
struction of  2,000-ton  marine  railways  was  started  at  Pearl  Harbor 
and  San  Diego.  In  completing  these  structures,  however,  the  ca- 
pacity of  each  is  being  increased  to  2,500  tons,  and  the  latter  will  be 
removed  from  the  site  at  the  fuel  depot  to  a  much  more  advantageous 


212  WAR   ACTIVITIES   OF   BUKEAU   OF    YARDS   AXI)   DOCKS. 


Marine  railway,  Navy  Yard,  Charleston,  S.  C.     Cradle  submerged. 


Marino  railway,  Navy  Yard,  Charleston,  8.  C.      Cradk'  ashore. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  213 

location  at  the  recently  acquired  naval  repair  station  at  San  Diego. 
A  marine  railway  of  250-tons  capacity  was  constructed  at  the  Cape 
May,  N.  J.,  section  base,  and  two  of  90  tons  each  were  constructed  for 
the  section  base  at  Corfu,  Greece.  These  latter  were  fabricated  in 
the  United  States,  but  had  not  been  shipped  abroad  at  the  time  the 
armistice  was  signed.  One  has  subsequently  been  installed  at  the 
naval  training  station,  Newport,  R.  I.,  and  the  other  stored  at  the 
naval  training  station,  Great  Lakes,  111.,  where  it  will  be  installed  as 
an  important  auxiliary  of  the  harbor  development  project  authorized 
for  that  station. 

The  Charleston  and  Boston  railways  were  constructed  by  the 
Crandall  Engineering  Co.,  of  Boston,  and  Mr.  James  L.  Crandall  was 
of  assistance  to  the  bureau  in  the  preparation  of  the  designs  of  the 
four  large  railways  mentioned.  The  San  Diego  railway  is  under  con- 
struction by  the  Eoss  Construction  Co.,  of  Sacramento,  Calif.  The 
Pearl  Harbor  ways  and  machinery  house  were  constructed  by  the 
Hawaiian  Contracting  Co.,  and  the  cradle  and  hauling  machinery 
are  being  furnished  under  contract  with  the  same  concern.  The  Cape 
May  railway  was  constructed  by  Cramp  &  Co.  of  Philadelphia.  The 
90-ton  railways  were  fabricated  by  the  Vanderstucken-Ewing  Con- 
struction Co.,  of  Bethlehem,  Pa. 

Characteristics. — The  2,000  and  2,500-ton  railways  mentioned  are 
all  of  the  same  type  and,  except  for  length  of  ways,  of  the  same  di- 
mensions.   A  general  description  of  the  design  follows : 

Ways:  The  ways  consist  of  built-up  wood  stringers  (set  on  a  slope  of  about 
seven-eighths  inch  per  foot),  supported  by  piles;  at  Charleston,  San  Diego,  and 
Pearl  Harbor  there  are  two  inclined  runways  16  feet  center  to  center,  and  at 
Boston  three  runways  15  feet  center  to  center.  The  inshore  end  of  the  ways  at 
Pearl  Harbor  is  of  concrete  construction  supported  on  rock. 

Cradle :  The  cradle  consists  of  a  structural  steel  framework  at  Charleston. 
San  Diego,  and  Pearl  Harbor,  and  of  timber  framework  at  Boston.  All  are 
provided  with  wood  decks  and  walk  ways,  and  with  all  necessary  fittings,  such 
as  keel  blocks,  bilge  blocks,  winches,  cleats,  etc.  The  cradle  travels  on  two 
(three  at  Boston)  ranks  of  rollers,  one  rank  being  supported  on  each  runway 
of  the  ways.  The  cradle  is  constructed  in  two  sections  bolted  together,  making 
it  self-docking  for  repairs  and  painting  purposes. 

Hauling  mechanism :  The  cradle  is  hauled  both  in  and  out  of  t-lie  water  by 
an  electrically  operated  chain  hoist  housed  at  the  head  of  the  ways.  There  are 
four  main  hauling  chains,  attached  to  a  drawhead  near  the  center  of  the  cradle. 
The  hauling  and  l)ack-hauling  chains  are  endless,  and  are  provided  with  suitable 
equalizing  sheaves  to  take  up  unequal  strains. 


214 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


The  principal  characteristics  and  dimensions  of  these  railways — as 
well  as  of  others,  new  and  old,  in  the  naval  service — are  shown  in  the 
following  table : 

Marine  railicays  at  United  States  navy  yards  and  naval  stations. 


Yard  or  station. 


Pearl  Harbor. 
San  Diego... . 

Boston 

Charleston 

Key  West 

Cape  May 

Guantanamo. , 
Washington. . 

Newport 

(ireat  Lakes... 
Cavite' 

Do.i 

Do.i 

Do.i 

Do.i 


Year 
constructed, 


Capaci- 
ty. 


1918-1920 
191S-1920 

1918 

1918 

1910 

1918 

1913 

1853 

1919 
Projected 


Gross 

torn. 

2,500 

2,500 

2,000 

2,000 

750 

500 

500 

500 

90 

90 

300 

100 

40 

40 

25 


Length 

of 

ways. 


Feet. 
738 
700 
652 
729 
647 
520 
322 
493 
350 
350 


Length 

cradle  i^^'^f '^ 
be  *" 


Width 

of 
cradle, 


iween  i    Q^,gj.        ^^ 
aJl. 


extreme 

keel 
blocks. 


tween 
staging. 


Feet.       Feet. 


332 
332 
332 
332 
161 
160 
101 


104 
104 


363 

363 

363 

363 

177 

172i 

109' 

211 

110 

110 


Feet. 
42 
42 
42 
42 
32 
26 


Width 
of 

cradle 
over 
all. 


Feet. 
52§ 
52i 
52i 
52J 
42 
34i 
32 


Depth 
of  keel 
blocks 
to  mean 
high 
water. 


Feet. 
18 
18 
18 
18 
15 
15i 
15 
12 
7 
7 


1  Data  lacking. 


CHAPTER  IX. 
SHIPYARD  AND  INDUSTRIAL  PLANT  EXTENSIONS. 


GENERAL. 


Necessity. — Early  in  1917  the  Navy  found  itself  face  to  face  with 
the  problem  of  expediting  construction  on  its  war  fleet,  of  which 
torpedo  boats,  submarines,  and  smaller  craft  in  general  formed  the 
large  mass.  This  represented  actual  emergency  building,  super- 
imposed on  the  six-year  program  inaugurated  the  year  before.  The 
process  which  was  to  place  the  United  States  second  in  the  list  of 
naval  powers  began  at  the  outset  to  tax  to  the  utmost  the  facilities 
of  the  commercial  shipbuilders,  and  even  to  exceed  their  capabilities 
of  early  expansion. 

Character  of  assistance. — It  was  seen  that  aid,  direct  or  indirect, 
w^ould  have  to  be  extended  to  many  of  these  concerns  by  the  Navy 
itself,  and  the  engineering  resources  of  the  department  and  requisite 
moneys  were  made  available.  The  magnitude  and  character  of  the 
requisite  plant  extensions  were  determined  by  the  Secretary  of  the 
Navy  in  consultation  with  and  on  the  recommendation  of  the  chiefs 
of  the  bureaus  interested.  The  respective  bureaus  made  the  neces- 
sary contracts  for  the  construction  involved,  and  were  responsible 
for  the  proper  expenditure  of  and  accounting  for  funds  allotted, 
except  that  for  all  extensions  in  connection  with  contracts  for  ships 
the  Compensation  Board  w^as  the  agency  designated  by  the  depart- 
ment to  perform  some  of  the  functions  of  this  character,  as  described 
in  the  respective  ship  contracts. 

The  necessary  technical  supervision  and  inspection  of  work  in- 
cluded in  these  plant-extension  projects,  especially  as  to  general 
efficiency  of  layout  and  arrangement  of  detail  and  inspection  of  con- 
struction work,  were  assigned  to  the  Bureau  of  Yards  and  Docks 
by  the  Secretary  of  the  Navy  in  August,  191T.  This  authorization 
applied,  in  general,  to  the  public- works  features  to  be  provided, 
which  covered  the  rnajor  portion  of  the  total  cost.  Rear  Admiral 
H.  H.  Rousseau  (C.  E.  C),  U.  S.  N.,  was  designated  project  manager 
for  the  whole  undertaking.  Mr.  Henry  B.  Seaman,  a  consulting 
engineer  of  New  York  City,  was  called  to  the  bureau  to  assist  in  the 
execution  of  the  projects  involved,  and  resident  engineers  with  neces- 
sary assistants  were  appointed, 

215 


216  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS. 

This  activity  of  the  bureau  is  not  to  be  confused  with  its  regular 
work  of  nav}^  yard  improvement,  the  war-time  phases  of  which  have 
been  discussed  at  some  length  in  the  chapter  "  Shipbuilding  and 
repair  facilities." 

Cost. — Some  45  projects  of  this  character,  involving  a  gross  outlay 
in  excess  of  $71,000,000,  were  carried  through  to  successful  comple- 
tion under  various  contracts.  As  will  be  understood  from  a  study 
of  the  "  rental "  agreements  explained  hereinafter,  the  above  total 
exceeds  bj^  a  large  amount  the  net  expense  of  these  improvements  to 
the  Government,  since  liquidations  will  refund  a  total  of  more  than 
$30,000,000  in  payments  and  appraised  usable  equipment.  Placing 
the  net  outlay  (conservatively)  at  $41,000,000,  one  is  struck  with  the 
relative  smallness  of  the  sum  as  compared  with  the  $812,000,000  worth 
of  naval  vessels  whose  construction  was  either  made  possible  or  mate- 
rially expedited  through  its  expenditure.  On  this  basis  less  than 
6  per  cent  of  the  cost  of  the  additional  fleet  units  has  actually  to  be 
charged  to  the  account  of  the  plant  extensions. 

Rental  agreements. — The  extensions  financed  by  the  Government 
to  provide  for  the  construction  of  hulls  and  machinery  can  be  classed 
in  three  general  groups,  as  follows : 

(1)  Special  rentals  "A" :  These  facilities  are  and  remain  the  prop- 
erty of  the  contractor.  Their  cost  was  divided  between  the  ship- 
building contractor  and  the  Navy  Department,  tentatively,  at  the 
time  of  approving  the  special  rental,  and  is  being  finally  fixed  by 
appraisal  upon  the  termination  of  the  contract.  The  Government's 
share  of  the  cost  of  these  items  is  allowed  as  a  special  rental  or  depre- 
ciation, and  is  charged  to  the  cost  of  the  ships,  but  no  profit  thereon  is 
allowed  the  shipbuilder. 

(2)  Plant  extensions  (under  the  naval  act  of  October  G,  1917)  : 
These  belong  to  the  Government,  their  whole  cost  being  defrayed  by 
the  latter.  Upon  the  completion  of  the  work  some  or  all  of  the 
items  may  be  taken  over  by  the  contractor,  as  determined  by  him,  at 
their  value  as  appraised  at  that  time — the  others  being  removed  by 
the  Government  or  abandoned,  as  the  Government  may  decide.  No 
part  of  the  cost  of  these  items  is  charged  to  the  cost  of  the  ships. 

(3)  Special  rentals  "B":  These  resemble  "plant  extensions,"  in 
that  the  Government  defrays  their  entire  cost,  and  that  they  are 
and  remain  the  property  of  the  Government.  They  are  subject  to 
the  Government's  disposal  at  the  conclusion  of  the  contract.  They 
resoin])le  special  rentals  "A"  only  in  that  their  cost  is  charged  to  the 
cost  of  the  vessels  concerned. 

Other  extensions  were  financed  by  the  Government  on  lines  similar 
to  the  above. 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 


217 


Projects. — The  plants  whose  facilities  were  increased  through  naval 
assistance  are  tabulated  below,  together  with  the  construction  calling 
for  added  facilities,  and  the  expense  involved  in  each  extension : 


Plant. 


Construction  making  exten- 
sion necessary. 


Approximate 
cost  of  exten- 
sion. 


Alabama  Dry  Dock  &  Shipbuilding  Co.,  Mobile,  Ala 

Baltimore  Dry  Dock  &  Shipbuilding  Co.,  Baltimore,  Md. 

Bath  Iron  Works  (Ltd.),  Bath,  Me 

Chester  Shipbuilding  Co.,  Chester,  Pa 

Wm.  Cramp  &  Sons"  Ship  &  Engine  Building  Co.,  Phila- 
delphia, Pa.  (other  than  at  Cramp  plant). 

Wellman-Seaver-Morgan  Co.,  Akron,  Ohio 

De  La  Vergne  Co.,  East  Chicago,  Ind 

Electric  Boat  Co.,  Groton,  Conn 

Ford  Motor  Co.,  Detroit,  Mich , 

Ford  Motor  Co.,  Kearney,  N.  J , 

Bethlehem  Shipbuilding' Corp.,  Fore  River,  Mass , 

Bethlehem  Shipbuilding  Corp.,  Quincy,  Mass 

Bethlehem  Shipbuilding  Corp.,  Squantum,  Mass 

Bethlehem  Shipbuilding  Corp.,  BulTalo,  N .  Y 

Bethlehem  Shipbuilding  Corp.,  Providence,  R.I 


Worthington  Pump  &  Machinery  Co.,  East  Cambridge, 
Mass. 

Falk  Co.,  Milwaukee,  Wis 

Sturtevant  Co.,  Hj-de  Park,  Mass 

Edward  Valve  Co.,  East  Chicago,  Ind 

Chapman  Valve  Co.,  Indian  Orchard,  Mass 

Consolidated  Mfg.  Co.,  Bridgeport,  Conn 

Gas  Engine  &  Power  Co.,  Morris  Heights,  N.  Y 

Griscom  Russell  Co.,  Massillon,  Oliio 

Lake  Torpedo  Boat  Co.,  Bridgeport,  Conn 

New  Jersey  Dry  Dock  &  Transportation  Co.,  Elizabeth- 
port,  N.  J. 

Newport  News  Shipbuilding  &  Dry  Dock  Co.,  Newport 
News,  Va. 

New  York  Shipbuildmg  Corporation,  Camden,  N.  J 

Pennsylvania  Shipbuilding  Co.,  Gloucester,  N.J 

Pusey  &  Jones  Co.,  Wilmington,  Del 

Staten  Island  Shipbuilding  Co.,  Staten  Island,  N.  Y 


Sun  Shipbuilding  Co.,  Chester,  Pa 

Bethlehem  Shipbuilding  Corp,  (Union),  Potrero- Alameda , 

Cahf. 
Bethlehem  Shipbuilding  Corp.  (Union),  Potrero-Alameda 

and  Risdou,  Cahf. 

Columbia  Steel  Co.,  Pittsburg,  Cahf 

AUov  Steel  Forging  Co.,  Carnegie,  Pa 

C.  &"0.  Ry.  Co.,  Newport  News,  Va 

Inland  Ordnance  Co.,  Bedford,  Ohio 

Poole  Engine  &  Machine  Co.,  Woodberry,  Md 

Walter  Scott  Co.,  Plainfleld,  N.J 

Tioga  Steel  &  Iron  Co.,  Philadelphia,  Pa 

Virginian  Ry.  Co.,  SewaUs  Point,  Va 

Lang  Products  Co.,  Whitestone,  Long  Island 

Erie  Forge  Co.,  Erie,  Pa 


Alhs-Chalmers  Co.,  Milwaukee,  Wis. 
Pollock  Steel  Co.,  Cincinnati,  Ohio.. 


3  minesweepers.. 
7  minesweepers., 

11  destroyers 

■1  minesweepers. 
Various  vessels. 


Equipment  for  destroyers 

Various  vessels 

Submarijies 

100  Eagle  boats 

do 

Various  vessels 

Transportation  improvements, 

35  destroyers , 

35  turbine  sets  for  destroyers. , 
112  Yarrow  boUers  for  destroy- 
ers. 
150  sets  pumps  for  destroyers.. 


Gears  for  destroyers 

Turbine  sets  for  destroyers. . 

Valves 

do 

Safety  valves 

5  minesweepers 

Equipment  for  destroyers . . . 

12  submarines 

3  minesweepers 


Various  vessels. 


do 

2  minesweepers 

do 

8    minesweepers,  6   seagoing 
tugs. 

3  minesweepers 

Various  vessels 


.do. 


do 

4-inch  gun  forgings 

Coal  storage 

Gun  forgings 

500  4-Lnch  guns 

250  antiaircraft-gun  mounts. . . 

Gun  forgmgs 

Coal  storage 

Airplane  propellers 

4-inch  giui  forgings  and  de- 
stroyer shafting. 

Rotor  drums  and  destroyer 
shafting. 

Gun  forgings 


$60, 434. 53 
128,117.35 

417, 768.  28 

105, 662. 65 

4,404,210.98 


1, 246, 
1,500, 

192, 
3, 500, 
2,000, 
2, 796, 

494, 

13, 787, 

2,907, 

1,052, 


748. 54 
000.00 
552.  00 
000.00 
000. 00 
820. 32 
000.00 
285.00 
000.00 
500.00 


2,897,633.00 

800,  OOa  00 
190, 000.  00 
140,000.00 
20, 000. 00 
6S,  000. 00 
156, 253. 92 
325, 000. 00 
423, 305. 52 
72, 188. 80 

9, 323, 773. 00 

4,043,773.48 

14, 971.  82 

7, 583. 75 

1,175,320.64 

8, 230. 60 
1,668,010.12 

2, 668, 800. 00 

135, 000. 00 
375,  111.  51 
324, 800. 00 
210, 771. 00 
535, 360. 00 
159, 810. 39 

1, 800, 000. 00 
382, 254. 00 
229, 385. 65 

7, 700, 998. 00 

557, 106. 00 
732, 600. 00 


Thirty-four  of  the  foregoing  plants  were  engaged  in  the  construc- 
tion of  torpedo-boat  destroyers,  scout  cruisers,  submarines,  mine- 
sweepers, and  accessories  for  these  vessels,  and  of  the  Eagle  boats 
(built  by  the  Ford  Motor  Co.),  two  have  provided  for  the  storage 
of  coal ;  one  for  the  production  of  airplane  propellers,  and  eight  for 
the  production  of  shafting  and  ordnance  material.  Many  of  the 
above  plants  were  substantially  completed  and  used  in  the  calendar 
year  1917,  and  practically  all  of  them  were  in  successful  operation 
before  the  expiration  of  the  fiscal  year  1917-18.     The  three  largest 


218  WAR    ACTIVITIES   OF    BUREAU    Oi'    YARDS    AND    DOCKS. 

plants  were  the  toi'i^edo-boat- destroyer  plant  of  the  Bethlehem  Ship- 
building Corporation  (Ltd.)  at  Squantum,  near  Quincy,  Mass.,  cost- 
ing nearly  $14,000,000;  the  extension  to  the  plant  of  the  Newport 
News  Shipbuilding  &  Dry  Dock  Co.,  costing  over  $9,000,000 ;  and  the 
Erie  Forge  Co.  plant,  at  Erie,  Pa.,  costing  nearly  $8,000,000. 

PARTICULARS  OF  PROJECTS. 

Squantum  flant. — The  plant  proper  occupies  about  97  acres  of 
land  at  the  north  end  of  a  tract  of  700  acres,  commandeered  by  the 
Navy  Department,  located  about  5  miles  north  of  Quincy,  at  the 
mouth  of  the  Neponset  River.  It  consists  of  a  fabricating  and  as- 
sembling shoj^,  with  10  building  slips  under  roof,  and  6  wet  berths, 
also  under  roof,  and  the  necessary  auxiliary  shops,  storehouses, 
Avharf,  wet  basin,  launching  ways,  railroad  tracks,  streets,  street  rail- 
way connections,  etc.  The  plant  is  adapted  to  the  rapid  construction 
of  light-draft  hulls  and  the  installation  of  the  machinery  and  fittings 
for  such  vessels.  It  is  entirely  Navy  owned.  This  plant  was  authorized 
October  6, 1917 ;  construction  work  began  immediately  and  progressed 
during  a  winter  of  extreme  severity.  The  fabrication  of  the  shipwork 
by  the  Bethlehem  Shipbuilding  Corporation  (Ltd.)  began  at  the  plant 
in  January,  1918;  five  keels  were  laid  in  April,  the  first  boat  was 
launched  in  July,  and  delivered  to  the  Navy  on  November  30,  1918. 
The  plant  was  substantially  completed  in  May,  1918,  seven  months 
after  it  was  authorized.  Up  to  May  1,  1920,  35  destroyers  had  been 
built  and  launched  at  this  yard  by  the  Bethlehem  Shipbuilding  Corp- 
oration (Ltd.),  of  which  33  were  entirely  completed.  This  plant  has 
been  turned  over  to  the  jurisdiction  of  the  commandant,  navy  yard, 
Boston,  for  ultimate  use  as  a  repair  base  for  destroyers  and  sub- 
marines. It  is  designated  as  the  "  United  States  destroyer  and  sub- 
marine base,  Squantum,  Mass."  In  connection  with  destroyers  con- 
structed at  this  plant  the  department  constructed  a  boiler  shop  at 
Providence,  R.  I.,  and  a  turbine  shop  at  Buffalo,  N.  Y.,  both  of  which 
were  also  operated  by  the  Bethlehem  Shipbuilding  Corporation  (Ltd.) 
in  conjunction  with  the  Squantum  plant.  Tlie  turbine  shop  furnished 
35  sets  of  turbines  for  the  destroyers  built  at  Squantum,  and  the  boiler 
shop  furnished  the  boilers  and  the  condensers.  The  structural  part  of 
the  turbine  shop,  constructed  at  Buffalo,  N.  Y.,  has  been  sold,  and  the 
tools  have  been  transferred  to  navy  yards.  The  boiler  shop  at 
Providence  has  been  transferred  to  the  city  for  the  fiscal  year 
1920-21  for  use  as  a  receiving,  storage,  and  transit  station  in  con- 
nection with  the  operation  of  a  proposed  steamship  line  between 
Providence  and  other  points,  reimbursement  to  the  Navy  Department 
to  be  in  the  sum  of  $10,000.  The  building  will  ultimately  be  re- 
moved to  South  Boston  to  the  naval  dry -dock  property. 


WAR    ACTIVITIES   OF    BUREAU    OF    YARDS    AXD   DOCKS.  219 


Squantuni    tlestioyer   plant.     General   view   during   construction. 


3MMUM'  JU&fk. 


■•?*t^"'  "^  ^^Mi-^ 


Shore  end  of  building  slips  at  Squantum  destroyer  plant. 


220  WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 


Wet  slips  and  building  slips  at  Squantum  destroyer  plant. 


Intriiui-  view  of  wet  slip,  Sguaiitiim  destroyer  plant. 


WAE  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS,  221 

Newport  Neivs  Shiphuildiyig  &  Dry  Dock  Co. — This  plant  occupies 
approximately  120  acres,  and  the  yard  consists  of  13  shipways,  3 
of  which  are  being  used  for  battleships  and  large  commercial  vessels ; 
2  ways,  not  yet  completed,  will  be  used  for  battle  cruisers;  and  8 
ways  are  used  for  destroyers.  There  are  three  dry  docks — No.  1  is 
600  feet  long  and  90  feet  wide ;  No.  2  is  800  feet  long  and  95  feet  wide ; 
No.  3  is  525  feet  long  and  100  feet  wide.  The  plant  also  includes  the 
necessary  buildings,  yards,  and  equipment  for  light  and  extra  heavy 
shipbuilding  work.  Before  the  additions  were  made  to  the  yard 
through  the  use  of  Navy  funds,  there  were  seven  ways,  and  these  were 
large  enough  to  build  any  vessel  up  to  and  including  the  largest  bat- 
tleships of  the  type  of  the  Mississippi.  There  were  no  ways  available 
for  battle  cruisers,  nor  for  laying  down  the  large  number  of  de- 
stroyers which  the  yard  had  been  ordered  to  build. 

The  Navy  contract  calling  for  the  emergency  plant  extension  was 
for  the  construction  of  an  additional  number  of  destroyers,  making 
a  total  of  31  in  all.  The  total  estimated  cost  of  the  ]Savy  contracts 
for  the  31  destroyers,  2  battle  cruisers,  2  battleships,  8  tankers,  and  2 
troopships  is  nearly  $150,000,000.  The  total  cost  of  special  rentals 
and  plant  extension  authorized  on  account  of  these  items  amounts  to 
approximately  $10,000,000.  The  United  States  Shipping  Board 
Emergency  Fleet  Corporation  had  in  addition  contracted  with  the 
Newport  News  Shipbuilding  &  Dry  Dock  Co.  for  some  tankers  and 
troopships,  and  had  authorized  new  plant  extensions  to  the  extent 
of  $800,000. 

The  Navy  plant  extension  consists  of  a  large  addition  to  the  north 
end  of  the  old  yard,  upon  which  a  large  amount  of  dredging  had  to 
be  done,  a  sea  wall  built,  and  four  shipways  with  connecting  rail- 
waj^s  and  handling  facilities  constructed.  These  four  shipways  are 
known  as  Nos.  10  and  11,  each  unit  having  two  shipways  under  its 
respective  number.  There  were  also  various  smaller  items  of  equip- 
ment and  tools.  These  ways  added  to  the  facilities  of  the  yard  so 
that  more  destroyers  could  be  worked  upon.  Shipways  Nos.  8  and  9 
are  large  ways  900  feet  long,  with  submerged  outer  ends  protected 
by  caissons  and  served  by  very  high  towers  supporting  runways  car- 
rying heavy  electric  cranes,  and  also  by  a  complete  layout  of  angle 
and  plate  yards,  with  the  working  shops  for  these  materials  and 
handling  facilities  for  the  ways.'  These  two  latter  ways  and  the  ex- 
tension to  Pier  No.  1  will  not  be  completed  before  the  middle  of  the 
calendar  year  1921.  Construction  of  this  plant  extension  work  began 
in  1917  and  is  all  in  use  with  the  above  exceptions.  Title  to  the  plant 
extension  is  to  be  transferred  to  the  shipbuilding  company  upon 
completion  of  the  destroyers,  in  accordance  with  an  agreement 
already  executed.  There  will  remain  outstanding  at  this  plant  as 
the  property  of  the  contractor  a  large  number  of  "  special  rental " 


222  WAR    ACTIVITIES    OF    BlUKAT    OF    YARDS    AXD    DOCKS. 


Ship   fabricating;   shed,    Xavy    extension    to   plant   of   Newport   News    Shipbuilding   and 
Dry  Dock  Co.,  Newport  News,  Va. 


General  view  of  Navy  extension  to  plant  of  Erie  Forge  Co.,  Erie,  I'a. 


BUfLOfNGS                                 1 

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bM]PBUILDl/SQ    ^  DRYPOGK   GO. 


37022—21.      (To  face  page  222.) 


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o 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  223 

items  allowed  in  connection  with  contracts  for  battleships  and  battle 
cruisers. 

Erie  Forge  Co. — This  plant,  located  at  Erie,  Pa.,  was  designed  for 
the  manufacture  of  4-inch  gun  forgings,  rotor  drums,  and  destroyer 
shafting,  and  contracts  with  the  Navy  Department  called  for  the 
production  by  the  Erie  Forge  Co.  of  7,500,000  pounds  of  forgings  and 
7,500,000  pounds  of  drums  and  destroyer  shafting.  The  plant  cost 
approximately  $7,700,000.  Work  was  started  early  in  November, 
1917.    The  extension  consists  of  four  main  buildings,  as  follows : 

Feet. 

Opeu-hearth  building 171  by  280 

Forge  shop 201  by  364 

Machine  shop 195  by  360 

Heat-treatment  building 67  by  336 

There  are  also  a  number  of  miscellaneous  buildings,  including  a 
substation,  boiler  house,  administration  building,  chemical  labora- 
tory, physical  laboratory,  office  building,  etc.  The  open-hearth  de- 
partment includes  in  its  equipment  two  50-ton  furnaces  with  all 
accessories.  Rapid  progress  was  made  on  this  plant  extension,  and 
it  was  substantially  completed  and  in  operation  by  the  Erie  Forge 
Co.  before  the  expiration  of  the  jEiscal  year  1917-18,  or  less  than 
eight  months  after  it  was  authorized. 

Ford  Motor  Co..,  Detroit  plant. — The  shipbuilding  plant  was  an 
entirely  new  proposition  for  the  Ford  Motor  Co.,  and  was  con- 
structed on  the  north  end  of  a  plat  of  ground  primarily  intended  for 
blast-furnace  operations,  upon  the  south  end  of  which  the  blast 
furnaces  have  now  been  erected.  The  plat  of  land  is  about  1^  miles 
long  by  three-fourths  mile  wide,  and  fronts  at  the  lower  end  on  the 
River  Rouge  and  Roulo  Creek.  The  latter  waterway  was'  dredged 
out  and  extended  to  form  a  launching  slip  and  fitting-out  berths. 

No  building  ways  were  used  in  connection  with  the  construction  of 
the  Eagle  boats.  A  conveyor  system  of  trucks  was  used  to  move 
the  hulls  from  one  operation  to  another,  there  being  in  all  seven 
stations  on  each  of  three  lines  of  track.  Standard-gauge  car-wheel 
trucks,  with  heavy  timber  platforms  mounted  thereon,  were  used 
for  conveying.  The  hulls,  when  completed,  were  hauled  upon  a 
transfer  table  at  the  lower  end  of  building  "  B  "  (marked  "  K  "  on 
plan) ,  and  then  transferred  to  the  hydraulic  launching  device  ("  L  "), 
which  lowered  the  hull  into  the  water. 

Building  "A"  is  a  steel  and  brick  building  with  wood  trusses,  used 
for  the  fabricating  shop,  the  material  thence  being  moved  to  building 
"B,"  also  built  of  structural  steel  and  brick.  The  buildings  "  C," 
"D,"  and  "  E,"  of  standard  "Truscon"  construction,  are  used  as 
storehouses  and  fitting-out  shops ;  building  "  C "  is  essentially  a 
storehouse,  while  "  D  "  and  "  E  "  were  used  for  both  storehouses  and 

37022—21 15 


224  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AXD   DOCKS. 

fitting-out  -work.  The  shaded  surfaces  shown  on  the  print  indicate 
the  portion  of  the  pLant  devoted  to  Navy  -work. 

The  contract  for  the  construction  of  patrol  boats  originally  called 
for  100  boats,  each  of  about  500  tons  displacement,  200  feet  long, 
turbine  driven,  with  Poole  reduction  gear,  fuel-oil  burning,  equipped 
with  boilers  of  the  Bureau  of  Engineering  "  Express  "  type,  mount- 
ing one  4-inch  and  two  3-inch  guns,  and  carrying  depth-charge 
launching  gear  and  "  Y  "  gun.  This  contract  was  later  increased  to 
112  boats,  the  additional  12  being  on  account  of  the  Italian  Govern- 
ment, the  United  States  Navy  Department  paying  all  bills  and  super- 
vising the  construction  of  the  boats  and  being  reimbursed  by  the 
Italian  Government. 

After  the  signing  of  the  armistice  this  contract  was  reduced  to  60 
boats,  that  figure  having  been  determined  upon  by  the  Bureaus  of 
Construction  and  Eepair  and  Engineering  as  being  the  most  economi- 
cal point  at  which  construction  could  be  cut  off.  The  boats  were 
built  under  a  cost-plus  fixed-profit  contract,  at  an  estimated  cost  of 
$275,000  each,  providing  for  a  bonus  to  the  contractor  for  any  sav- 
ings on  this  amount.  It  was  later  estimated,  however,  by  the  tech- 
nical bureaus  that  these  boats  would  cost  about  $500,000  each,  making 
a  total  contract  of  $30,000,000  for  the  60  boats. 

The  actual  cost  to  the  Government  of  this  plant  extension  is 
estimated  to  be  $5,500,000.  Inasmuch  as  the  plant  was  entirely  con- 
structed for  the  purpose  of  building  ships  for  the  Navy,  no  other 
work  was  done  for  other  departments  of  the  Government.  At  the 
motor-car  plant  at  Highland  Park  the  turbines,  boilers,  condensers, 
and  evaporators  have  been  either  assembled  or  constructed,  but  no 
addition  to  plant,  such  as  would  come  under  the  cognizance  of  the 
Bureau  of  Yards  and  Docks,  has  been  made  at  that  plant.  The 
greater  part  of  the  River  Eouge  plant  extension  was  sold  to  the 
Ford  Motor  Co.  Small  portions  of  the  installation  were  transferred 
to  navy  yards  or  sold  to  other  parties. 

Neio  York  SMphuilding  Corporation. — This  plant  is  located  at 
Camden,  N.  J.;  the  total  area  covered  is  182.8  acres,  with  10  single 
find  11  double  shipways.  The  Navy  plant  extension  covers  an  area  of 
15.5  acres,  containing  four  uncovered  and  six  covered  ways  with  ap- 
])urtenant  plate-and-angle  shop,  etc.  The  entire  j^ard  covers  a  water 
front  of  3,917.8  feet.  The  Navy  contracts  for  the  first  10  destroy- 
ers and  for  20  additional  ones,  together  with  the  contract  for  2 
battleships  and  1  battle  cruiser,  amount  to  approximately  $90,- 
000,000. 

The  Navy  plant  extension,  which  Avas  constructed  for  the  building 
of  destroyers  Nos.  231  to  250,  inclusive,  is  located  at  the  south  end 
of  the  original  yard,  and  is  bounded  on  the  south  by  Newton  Creek 
and  on  the  west  by  the  Delaware  River.     At  the  beginning  of  the 


k-z: 


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A 

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B 

ASSEMBL-T-    BUILCJING                                        1 

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G 

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HaTCHEO     BuiUDINSS     Ip-IDICATE       BlJil_Dlr<GS 

Fop  Naval  Work 


o  GENERAL  U^OJT' — 

Eagle  Boat  Ri^vNT 

FORD  MennDR  CO.-  RIVER  ROUOn,  MIGH . 
SCALE 

300"  O  300'  60O'  90O' 

1  INCH -300 FEET 


37022 — 21.      (To  face  page  224.) 


J 


•  GENERAL  UWOJT 

Eagle  Boat  R^ant 

rORD  MDTtR  CO-  RIVER  ROUGE,  MCH. 
SCALE 


J 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  225 


Building  "  B,"  Navy  extension  to  works  of  Ford  Motor  Co.,  River  Rouge,  Mich. 


Machine  shop,   Xavy  cxlcnsion   lo   works  of  Wellman-Seaver-Morgan   Co.,   Akron,   Ohio. 


226 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS.  227 

work  practically  all  of  this  area,  being  marshland,  had  to  be  re- 
claimed. This  was  done  by  throwing  up  a  mud  bank  and  filling 
behind  it  with  dredged  fill  taken  from  the  mouth  of  Newton  Creek. 
Along  the  Delaware  are  constructed  the  shipways,  which  consist  of 
four  uncovered  ways  each  43  feet  wude  by  325  feet  long,  with  a  25- 
foot  wharf  between,  and  having  a  frontage  of  approximately  300 
feet.  Directly  to  the  south  and  adjoining  are  six  covered  ways  hav- 
ing a  frontage  of  308  feet.  Each  of  the  covered  ways  is  fed  by  an 
overhead  electric  traveling  crane,  while  the  uncovered  ways  are 
supplied  by  means  of  tower  "  whirlers,"  which  travel  along  the 
wharves  between  shipwa3^s.  Directly  inboard  of  the  shipways,  but 
with  a  135-foot  storage  space  intervening,  is  located  the  steel-frame 
plate-and-angle  shop,  covering  an  area  of  101,139  square  feet.  The 
original  building  w^as  destroyed  by  fire  on  the  night  of  the  15th  of 
September,  1918,  and  has  since  been  rebuilt.  The  remainder  of  the 
Navy  extension  consists  of  a  galvanizing  plant,  shelter,  tool  and 
office  building,  substation,  paint  store,  storehouse,  101-foot  extension 
to  general  warehouse,  135-foot  extension  to  machine  shop,  extension 
to  inpe  shop,  wharf  at  Newton  Creek,  fitting-out  wharf,  and  exten- 
sion to  main  power  house,  together  with  necessary  roadways,  rail- 
road tracks,  fire-alarm  system,  and  miscellaneous  yard  equipment 
such  as  locomotive  cranes,  saddle-tank  locomotive,  etc.  There  have 
also  been  authorized  several  special  rentals  of  miscellaneous  nature. 
The  total  estimated  cost  of  the  Navy  plant  extension  is  approxi- 
mately $4,000,000.  The  United  States  Shipping  Board  Emergency 
Fleet  Corporation  has  also  assisted  this  shipyard  with  emergency 
plant  extensions  and  additions  to  old  plant  to  the  extent  of  $14,- 
827,150,  the  purpose  being  to  rush  to  completion  the  construction 
of  troopships  under  contract  with  this  company.  The  plant  exten- 
sions and  special  rentals  of  the  New  York  Shipbuilding  Corpora- 
tion are  awaiting  completion  of  contracts  for  ships  before  being 
disposed  of. 

BefJdeJumi  Shiphuilding  C orporation,  TJmon  Plant ^  San  Fran- 
cisco.— This  plant  is  composed  of  two  parts,  the  first  being  the  Potrero 
yard  of  the  Bethlehem  Shipbuilding  Corp.,  the  second  the  Risdon 
yard.  United  States  Navy.  In  connection  with  these  plants,  a  separate 
yard  across  the  bay,  known  as  the  Alameda  plant,  is  operated  by  the 
same  corporation.  The  Risdon  yard  adjoins  the  Potrero  works  on 
the  south.  The  area  of  the  Risdon  yard  is  about  30  acres,  with  a 
water  front  of  about  1,700  feet.  There  are,  in  this  yard,  seven  build- 
ing slips,  six  of  which  were  used  for  destroyers,  from  each  of  which 
a  vessel  could  be  launched  every  three  months.  There  is  also  a  fit- 
ting-out wharf  consisting  of  two  parallel  piers  and  a  wharf,  thus 
leaving  two  slips,  over  which  are  fitted  traveling  gantry  cranes. 
Eleven  destroyers  can  be  berthed  at  these  piers  at  one  time,  eight  of 


228  WAK   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS. 

which  are  capable  of  bein^  served  by  the  cranes.  Two  other  small 
berths  are  provided  for  handling  material,  etc.  The  principal  shops 
consist  of  the  following:  Plate  shop,  sheet-metal  shop,  ])lacksmith 
shop,  condenser  shop,  boiler  shop,  pattern  shop,  and  galvanizing 
l)lant.  Prior  to  the  use  of  this  plant  in. connection  with  Navy  work 
it  was  used  by  its  owners,  the  United  States  Steel  Products  Co.,  for 
warehousing  structural  steel  and  other  steel  manufactures. 

Adjoining  the  Risdon  yard  on  the  north  and  west  are  the  Potrero 
works  of  the  Bethlehem  Shipbuilding  Corj).  (Ltd.).  This  yard  is 
the  original  Union  Iron  Works  yard,  and  covers  about  24  acres  along 
a  water  front  of  some  1,200  feet.  It  is  equipped  with  five  shipbuild- 
ing slips,  each  about  430  feet  long  by  60  feet  wide,  together  with 
four  fitting-out  wharves  having  an  aggregate  available  berthing 
length  of  about  4,200  feet.  There  are  also  two  floating  dry  docks 
of  3,000  and  6,000  tons  capacity,  respectively.  This  plant  is  equipped 
with  a  plate  shop,  machine  shop,  blacksmith  shop,  iron  and  brass 
foundries,  boiler  shop,  galvanizing  plant  (supplied  by  the  Navy  De- 
partment as  a  special  rental  "B"),  pattern  shop,  and  other  small 
shops  and  warehouses,  including  one  four-story  steel-concrete  ware- 
house. Adjoining  this  plant,  but  on  separate  property,  a  cafeteria 
has  been  provided  for  the  workmen  as  an  item  under  the  Navy  plant 
extensions.  There  are  also  three  areas  of  leased  land  aggregating 
about  six  acres,  which  have  been  fitted  up  for  storage  purposes  and 
for  the  assembling  of  frames,  bulkheads,  and  other  destroyer  and 
submarine  parts.  This  land  also  comprises  a  Navy  "  plant  exten- 
sion." 

The  Alameda  plant  occupies  a  site  of  about  75  acres  located  on 
the  south  side  of  the  Oakland  estuary,  the  channel  leading  from  the 
east  side  of  San  Francisco  Bay  between  Oakland  and  Alameda.  This 
plant  has  a  water  frontage  on  the  estuary  of  about  4,000  feet.  The 
works  form  a  new  project  of  the  Bethlehem  Shipbuilding  Corp., 
having  been  reconstructed  as  a  shipbuilding  plant  in  1916  and  1917. 
Prior  to  the  commencement  of  work  on  Navy  contracts  this  yard  was 
provided  with  a  machine  shop,  plate  shop,  electric  shop,  power  house, 
and  other  minor  shops.  There  were  also  four  slips,  each  with  a  ca- 
pacity for  cargo  vessels  up 'to  a  displacement  of  12,000  tons,  two 
small  marine  raihvays,  a  250-foot  floating  dry  dock,  and  two  wharves 
for  berthing  and  fitting-out  purjioses.  The  Navy  plant  extensions 
consisted  of  the  erection  of  a  modern  steel-frame  brick  and  concrete 
machine  shop  building  under  special  rental  "A";  equipping  the 
above  shop  with  cranes  and  machine  tools  under  special  rental  "A  " ; 
and  furnishing  additional  machine-tool  equipment  to  this  shop 
under  plant  extensions.  It  is  known  as  the  Alameda  turbine  shop, 
and  was  authorized  for  the  purpose  of  handling  the  construction  of 


WAR  ACTIVITIES  OF   BUREAU   OF   YARDS   AND   DOCKS.  229 

turbines  for  the  torpedo-boat  destroyers  built  at  the  Risdon  and  Po- 
trero  yards. 

The  Navy  contracts  at  these  plants  of  the  Bethlehem  Shipbuild- 
ing Corp.  called  for  66  destroyers,  12  "  S  "  type  submarines,  2  scout 
cruisers,  and  6  submarines  of  the  "R"  type.  The  total  estimated 
cost  under  these  contracts  was  $132,900,000.  The  estimated  cost  of 
the  special  rentals  and  plant  extensions  was  approximately  $3,000,000. 
The  effect  of  the  furnishing  of  these  Navy  facilities  was  to  double 
the  productive  capacity  of  the  plant  for  destroyers  and  submarines, 
and  to  provide  equipment  for  handling  practically  every  kind  of 
work  which  arises  on  contracts  for  these  classes  of  vessels.  The 
plant  extension  at  Alameda  was  necessitated  by  reason  of  inadequate 
shop  facilities  at  the  Potrero  yard  for  handling  the  machine  work 
for  turbines  and  other  large  jobs  in  connection  with  the  destroyer 
contracts. 

In  connection  with  the  above  yards  there  is  operated  also  the  Union 
Iron  Works  Dry  Dock  Co.'s  properties  at  Hunters  Point,  about  3 
miles  south  of  these  yards  on  San  Francisco  Bay.  At  Hunters  Point 
there  are  two  dry  docks,  750  and  1,000  feet  in  length,  respectively. 
Under  a  contract  dated  February  24,  1916,  authorized  by  act  of 
Congress  of  June  30,  1914,  the  Navy  Department  has  prior  use 
of  these  docks  in  time  of  war  for  six  years  from  the  time  of  com- 
pletion of  the  larger  dock.  The  Navy  Department  obtained  a  rate 
of  6^  cents  per  ton  of  displacement  per  day  for  vessels  docked,  but  is 
subject  to  a  minimum  charge  of  $50,000  per  year  from  time  of  ac- 
ceptance. 

The  United  States  Shipping  Board  Emergency  Fleet  Corpora- 
tion financed  plant  extensions  at  the  Alameda  plant  to  the  extent  of 
about  $1,500,000.  This  included  the  cost  of  two  shipbuilding  slips, 
a  marine  fitting-out  shop,  office  building,  angle  shop,  a  wharf  exten- 
sion, air  compressors,  machine-tool  equipment,  pipe  lines,  etc.  The 
purpose  of  this  work  was  the  expansion  of  facilities  for  the  con- 
struction of  cargo  vessels.  For  work  in  conjunction  with  this  yard, 
the  Emergency  Fleet  Corporation  also  authorized  the  so-called 
Liberty  plant,  located  on  an  area  of  about  160  acres  immediately 
adjacent  to  the  Alameda  yard.  This  plant  was  to  have  had  eight 
ways,  with  complete  foundries,  plate  shops,  pattern  shop,  etc.,  but 
was  to  use  the  large  machine  shop  of  the  Alameda  plant,  referred 
to  above,  as  its  turbine  shop  jointly  with  the  Alameda  plant.  The 
signing  of  the  armistice  led  to  the  abandonment  of  the  Liberty  yard 
after  the  expenditure  of  about  $3,000,000. 

These  plant  extensions  for  the  Navy  are  awaiting  completion  of 
contracts  for  ships  before  being  disposed  of. 


230  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

Bethlehem  Shifljuilding  G or f oration^  Fore  River  Plant ^  Quincy^ 
Mass. — The  Fore  River  plant  is  located  at  Quincy  Point,  on  the  west 
shore  of  the  Weymouth  Fore  River.  It  is  a  fully  equipped  shipyard 
and  plant  for  the  construction  of  all  classes  of  steel  ships  and  con- 
tains about  117  acres,  of  which  85  acres  are  land  and  32  acres  are 
water  inside  the  established  harbor  line.  About  20  acres  of  the  117  are 
owned  by  the  CommonAvealth  of  Massachusetts  and  leased  to  the  Fore 
River  Shipbuilding  Corporation  at  an  annual  rental  of  $5,000  for  a 
term  of  20  years  beginning  in  1916. 

There  are  20  building  ways,  classified  as  follows:  Four  destroyer 
slips,  10  submarine  slips,  5  general  slips,  1  battle-cruiser  slip.  The 
submarine  slips  are,  in  general,  long  enough  to  contain  two  or  three 
submarines  per  slip  and  can  also  be  used  for  destroj^ers  or  other  light 
craft.  The  general  slips  are  suitable  for  battleships  or  for  merchant 
ships  up  to  600  or  700  feet  in  length.  Most  of  the  building  slips  are 
equipped  with  overhead  traveling  cranes  running  on  steel  trestles, 
but  the  destroj^er  slips  have  locomotive  cranes  on  elevated  tracks. 
The  general  slips  are  partly  roofed  over,  but  all  others  are  entirely 
in  the  open.  The  battle-cruiser  slip  and  the  four  destroyer  slips  are 
located  on  the  land  leased  from  the  State,  as  are  also  warehouses  Nos. 
3,  4,  and  5,  and  gatehouse  No.  17. 

The  yard  is  nearly  cut  in  two  by  Bents  Creek,  an  estuary  some  350 
feet  wide,  and  fitting-out  wharves  have  been  built  on  both  sides  of  this 
waterway.  A  smaller  fitting-out  slip  located  near-by  is  used  largely 
for  submarines,  but  is  available  for  craft  up  to  about  400  feet  in 
length.  The  south  wharf  is  served  by  a  heavy  jackknife  locomotive 
crane,  and  the  north  wharf  by  a  revolving- jib  tower  crane  with  fixed 
location. 

Fabricating  and  bending  of  all  kinds,  brass  founding,  turbine 
manufacturing,  boiler  making,  and  machine  work  of  all  kinds  are 
done  in  the  various  shops,  but  no  heavy  forging  nor  iron  founding. 
Shafts,  anchors,  chains,  and  most  of  the  drop  forgings  required  are 
obtained  from  the  Bethlehem,  Pa.,  shops  or  from  outside  firms. 
Pumps  and  other  special  equipment  are  also  bought  outside.  A 
standard-gauge  railroad  branch  connects  the  yard-track  system  with 
the  New  York,  New  Haven  &  Hartford  Railroad  near  Braintree,  so 
that  bulk  shipments  can  be  made  to  any  portion  of  the  yard.  Before 
the  beginning  of  plant  extensions,  etc.,  by  the  Navy,  the  plant  had  for 
several  years  been  building  battleships,  destroyers,  submarines,  cruis- 
ers, etc.,  and  a  great  variety  of  commercial  craft. 

The  Navy  contracts  called  for  various  classes  of  vessels  of  which, 
up  to  April  21,  1919,  32  of  the  destroyers  had  been  launched  and  24 
delivered  to  the  Navy ;  10  of  the  submarines  had  been  launched  and  5 
delivered.  The  total  cost  of  all  contracts  is  estimated  to  be  $116,- 
400.000. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  231 


Boiler  shop  of  Bethlehem  Shipbuilding  Corporation    iLid.),  at  I'rovidence,   R.  I. 


Turbine  shop  of  Bethlehem  Shipbuilding  Corporation   (Ltd.).  at  Buffalo,  N.  Y. 


232  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 

The  general  purpose  of  the  Navy  extensions  was  to  enlarge  the 
yard's  capacity  rather  than  to  change  its  arrangement  or  the  char- 
acter of  its  output.  A  building  slip  for  battle  cruisers  and  four  slips 
for  destroyers  were  added  near  the  south  boundary  of  the  yard,  and 
three  slips  for  submarines  were  added  near  the  north  boundary— 
these  submarine  slips  being  allotted  to  the  Electric  Boat  Co.  Two 
wooden  office  buildings,  five  storehouses,  one  machine  shop,  additions 
to  the  boiler  shop,  a  galvanizing  plant,  two  small  gate  houses,  an 
electric  substation,  a  charge  house,  a  concrete  wharf,  a  first-aid  sta- 
tion, and  a  timber  bulkhead  were  also  constructed,  certain  dredging 
was  done,  and  a  large  amount  of  machinery  and  other  equipment  was 
provided.  In  addition  to  the  above  work,  which  was  arranged  for 
through  the  Compensation  Board,  a  fuel-oil  school  was  built  and 
equipped  by  the  Bureau  of  Engineering.  The  cost  of  this  plant  ex- 
tension was  $151,000;  of  special  rentals  "A,"  $794,607.86;  and  of 
special  rentals  "  B,"  $l,l7l,515--a  total  of  $2,117,122.86.  There  will 
be  some  salvage  on  plant  extensions  and  rentals  "  B,"  as  they  are  to 
be  appraised  at  the  end  of  the  contract,  and  are  to  be  sold  to  the  best 
advantage  of  the  Navy.  Under  rentals  "A,"  there  may  be  a  salvage 
return  or  there  may  be  a  further  charge,  depending  upon  whether  the 
actual  depreciation  is  less  or  greater  than  the  sum  advanced  by  the 
Government. 

Tlie  expenditure  of  Navy  funds  has  resulted  in  an  increased  total 
capacity  for  the  yard  and  a  large  increase  in  the  speed  of  production 
of  destroyers  and  submarines.  The  construction  of  the  battle-cruiser 
slip  has  made  it  possible  for  the  yard  to  undertake  the  construction 
of  that  class  of  ship.  Since  the  expenditures  began,  32  destroyers 
and  10  submarines  have  been  launched,  as  above  noted,  in  addition 
to  several  large  craft  for  the  Emergency  Fleet  Corporation.  Many 
of  the  destroyers  were  in  active  service  during  the  war. 

The  Emergency  Fleet  Corporation  expended  about  $32,000  in  con- 
nection with  an  electrical  substation,  about  $55,000  in  connection 
with  a  temf)orary  bridge  at  Neponset  used  by  the  Bay  State  Street 
Railway,  and  about  $25,000  in  connection  with  repairs  and  mainte- 
nance of  rolling  stock.  This  was  all  for  the  Bay  State  Railway  Co., 
which  furnishes  transportation  for  workmen  coming  from  Boston 
and  Quincy  to  the  shipyard,  and  may  be  considered  as  assisting  the 
operation  of  the  plant.  Other  than  this,  extensions  have  been  pro- 
vided entirely  by  the  Navy.  The  project  for  widening  and  double- 
tracking  Washington  Street,  Quincy,  at  a  probable  total  cost  of 
$494,000,  may  be  considered  as  indirectly  a  part  of  this  project,  as  it 
was  instituted  entirely  to  provide  transit  for  workmen  for  the  Fore 
River  yard. 

W ellman-Seaver-M organ  Co..  Akron.,  Ohio. — This  plant  is  situated 
in  the  southwest  corner  of  the  city  of  Akron,  on  a  tract  owned  by 


WAR  ACTIVITIES  OF   BUREAU   OF   YARDS   AND  DOCKS.  233 

the  company,  of  about  43  acres.  The  Navy  contract  of  the  Wellman- 
Seaver-Morgan  Co.  is  made  up  of  subcontracts  between  that  cor- 
poration and  Wm.  Cramp  &  Sons  Ship  &  Engine  Building  Co.,  Phil- 
adelphia, Pa.,  the  Newport  News  Shipbuilding  &  Dry  Dock  Co.,  New- 
port News,  Va.,  the  New  York  Shipbuilding  Corporation,  Camden, 
N.  J.,  and  the  American  Engineering  Corporation.  Philadelphia,  Pa. 
The  product  under  the  Na^'y  contract  embraces  condensers,  tanks, 
steering  engines,  and  other  parts  for  torpedo-boat  destroyers,  for 
tank  ships,  and  for  the  battleships  West  Virginia  and  Maryland. 

The  emergency  plant  extension  embraces  buildings,  machine  tools, 
and  equipment  necessary  to  enable  this  plant,  which  had  theretofore 
been  turning  out  highly  specialized  or  individualized  machines,  to 
engage  in  quantity  production  of  standardized  parts  of  torpedo-boat 
machinery.  The  cost  of  the  extension  was  $1,246,718.54.  The  Navy 
expenditures  increased  the  productive  capacity  and  scope  of  the 
plant  to  such  an  extent  that  about  95  per  cent  of  the  product  of  the 
Navy  contract  was  turned  out  by  the  new  shops;  and  the  fact  that 
the  plant  was  well  and  adequately  equipped  for  this  work  is  evi- 
denced by  the  fact  that  the  Navy  product  was  turned  out  ahead  of 
schedule. 

Navy  coal-storage  plants^  Virginian  Railway^  Sewalls  Pointy  Va., 
and  Chesapeake  &  Ohio  Railvmy,  Newport  News,  Va. — ^The  neces- 
sity for  these  coal-storage  plants  became  evident  early  in  the  war, 
owing  to  the  probability  of  freezing  of  the  coal  in  cars  during  the 
winter  months,  the  necessity  of  an  uninterrupted  supply  of  coal  for 
Navy  vessels  and  those  operated  by  the  Army,  and  the  hazards  of 
accidents  and  strikes  at  the  mines  or  on  the  railroad. 

The  land  on  which  the  plant  of  the  Virginian  Eailway  is  located 
consists  of  42.6  acres.  The  capacity  of  the  storage  plant  was  esti- 
mated as  300.000  long  tons  of  Navy  coal,  to  be  stored  in  flat  piles  not 
exceeding  15  feet  in  height  and  so  accessible  as  to  be  readily  re- 
handled.  The  plant  consists  of  a  wooden  trestle  about  3,240  feet  in 
length,  from  which  the  coal  is  dumped.  The  area  for  storage  was 
leveled  off,  and  the  coal  is  rehandled  on  this  storage  area  by  one  large 
double-cantilever  electrically  operated  crane;  this  crane  being  also 
used  to  rehandle  the  coal  into  cars  which  are  to  be  dumped  from  the 
railroad's  water-front  pier  into  the  holds  of  vessels.  The  rate  of  de- 
livery over  the  railroad's  present  pier  on  the  water  front  is  6,000 
long  tons  per  24-hour  day.  There  was  no  Navy  coal-storage  pile  on 
the  Virginian  Railway  prior  to  the  installation  of  this  plant,  all  coal 
being  held  at  the  terminal  in  cars. 

The  contract  entered  into  by  the  Navy  Department  with  the  rail- 
road stipulated  that  the  plant  as  described  should  be  built  by  the 
railway  on  its  own  property,  the  land  being  leased  at  $1  per  year  to 
the  Government.     The  Virginian  Railway  Co.  agreed  to  construct 


234  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 

the  plant  as  per  specifications,  and  in  accordance  with  plans  sub- 
mitted by  them  and  approved  by  the  Bureau  of  Supplies  and  Ac- 
counts, for  a  lump-sum  price  of  $382,254.  The  payment  for  the 
plant  began  when  the  plant  was  ready  for  storing  the  first  one-third 
of  the  designed  capacity  of  coal.  Pa3^ments  for  the  plant  were  made 
in  12  monthly  installments.  Upon  the  completion  of  the  last  pay- 
ment the  title  to  the  plant  and  all  equipment  was  transferred  to  the 
Government  and  the  contract  was  terminated.  The  railroad  is  paid 
s.  specified  price  for  dumping  and  for  the  operation  of  the  storage 
pile,  and  is  also  paid  a  specified  price  for  all  coal  delivered  from 
storage;  also  other  items  for  handling  coal  in  vessels.  The  records 
of  the  cost  of  the  plant  were  submitted  for  the  information  of  the 
Bureau  of  Supplies  and  Accounts  upon  termination  of  the  contract. 

After  the  construction  of  the  coal  storage  plant  was  contracted  for 
by  the  Virginian  Railway  Co.  the  railway  was  taken  over  by  the 
United  States  Railroad  Administration,  and  the  officials  of  the  Rail- 
road Administration  assumed  responsibility  under  this  contract. 

The  Virginian  Railway  carried  on  the  construction  of  the  plant 
with  a  great  deal  of  forethought  and  energy,  but  labor  conditions 
around  Hampton  Roads  became  so  serious  that  they  were  unable  to 
hasten  the  completion  of  the  work  as  much  as  they  would  ordinarily 
have  been  able  to  do.  Completion  was  also  delayed  on  account  of  the 
improvements  called  for  by  the  Railroad  Administration,  such  as 
double-tracking  and  extensions  to  their  yards. 

The  coal  storage  plant  built  by  the  Chesapeake  &  Ohio  Railway 
Co.  is  located  at  Newport  News,  Va.  The  plant  occupies  43.3  acres 
of  land  situated  near  the  main  line  of  the  Chesapeake  &  Ohio  Rail- 
way. The  plant,  in  general,  consists  of  two  locomotive  cranes  of 
101-foot  radius,  steam-operated,  working  on  tracks  running  longi- 
tudinally with  the  unloading  trestle.  The  length  of  the  latter  is 
about  1  mile,  and  it  is  fitted  with  aprons  for  spreading  the  coal  on 
either  side,  this  coal  being  rehandled  by  the  locomotive  cranes  into 
flat  piles  about  15  feet  high.  In  this  way  about  275,000  tons  of  coal 
are  stored.  The  cranes  also  reload  coal  into  cars  on  tracks  parallel 
to  the  crane  tracks. 

The  contract  w^as  with  the  Chesapeake  &  Ohio  Railway  Co.  for  a 
lump-sum  price  of  $324,000.  Payments  began  when  one-third  of  the 
designed  area  w-as  ready  to  receive  and  issue  coal,  and  continued 
thereafter  in  12  monthly  installments.  The  railway  company  was 
required  to  inform  the  Government,  upon  the  completion  of  the 
storage,  of  the  actual  cost  of  construction.  Payments  for  the  opera- 
tion of  the  plant  in  receiving  and  reloading  coal  are  also  fixed  in  the 
contract  on  a  per-ton  basis.  The  title  of  the  plant  remained  vested 
in  the  railway  company  until  it  was  accepted  and  the  last  payment 
made  by  the  Government.     The  plant  is  situated  on  land  leased 


WAR  ACTIVITIES   OF   BUEEAU    OF   YAEDS   AND   DOCKS.  235 

from  the  Chesapeake  &  Ohio  Railway  Co.,  and  in  case  the  Govern- 
ment wishes  to  purchase  said  land,  the  Government  has  an  option 
on  it  at  $4,000  per  acre.  The  plant  is  able  to  receive  or  issue  6,000 
tons  of  coal  per  24-hour  day,  and  the  railway's  equipment  at  the  water 
front  is  able  to  handle  this  quantity  into  vessels  alongside  the  coal 
pier. 

As  in  the  case  of  the  Virginian  Railway,  the  Railroad  Adminis- 
tration and  its  officials  assumed  the  responsibilities  of  this  Navy 
contract. 

On  account  of  the  extraordinary  amount  of  work  that  the  Chesa- 
peake &  Ohio  Railway  had  to  do  in  connection  with  handling  freight 
for  and  in  connection  with  the  port  of  embarkation,  work  on  this 
contract  was  more  or  less  affected  and  final  completion  delayed. 

Both  of  these  coal  storage  plants  belong  to  the  Navy  Department 
at  the  present  time.  The  land  upon  which  they  are  built  is  leased 
from  the  respective  companies,  but  the  Bureau  of  Supplies  and  Ac- 
counts has  recommended  in  its  estimates  that  the  sum  of  $100,000  be 
appropriated  for  the  purchase  of  the  two  tracts  of  land. 


CHAPTER  X. 
DRY  DOCKS. 


For  the  construction  of  ships,  building  Avays  of  some  description  are 
the  first  essential ;  for  the  upkeep  and  repair  of  a  fleet  after  launching 
a  system  of  dry  docks  is  equally  indispensable.  The  importance  of 
the  latter  class  of  facilities  is  indicated  by  the  name  of  the  Bureau 
of  Yards  and  Docks  itself,  covering  a  period  of  nearly  80  years,  and 
coexistent  with  the  life  of  the  present  Navy  Department. 

In  general,  a  dry  dock  is  a  -device  for  exposing  the  entire  hull  of 
a  vessel  for  purposes  of  cleaning  or  repair.  Two  main  types  of  dry 
docks  are  recognized,  namely,  floating  and  graving.  A  third  class 
of  apparatus,  known  as  marine  railways,  or  hauling-out  ways,  is  used 
for  hauling  small  ships  bodily  ashore  for  work  on  their  hulls.  The 
latter  group  is  treated  in  another  chapter  of  this  history. 

Floating  docks  have  been  used  to  only  a  limited  extent  by  the 
United  States  for  naval  purposes.  One  such  dock  has  had  a  long 
period  of  useful  service  at  the  naval  station  at  New  Orleans,  and 
another,  the  Dewey ^  famous  for  its  eventful  voyage  to  the  antipodes 
15  years  ago,  is  still  in  active  commission. 

It  is  with  graving  docks  that  the  bureau  has  had  to  deal  more 
largely  throughout  its  career,  and  the  developments  in  this  class 
during  recent  years  have  been  noteworthy.  A  graving  dock  is  essen- 
tially a  basin,  lined  usually  with  masonry,  excavated  to  accommodate 
hulls  of  given  dimensions,  plus  adequate  working  space.  This  basin 
has  access  to  deep  water  through  a  gateway  which  may  be  closed  by 
some  suitable  device  (generally,  in  American  practice,  by  a  floating 
caisson  conforming  exactly,  along  its  longitudinal  profile,  to  the 
opening).  A  ship  having  been  floated  into  the  dock,  the  caisson  is 
put  in  position  and  the  dock  basin  is  emptied  by  pumps  installed  as 
part  of  the  equipment,  and  the  ship  gradually  settles  on  the  keel  and 
bilge  blocks,  which  have  been  previously  placed  in  conformity  with 
her  particular  lines.  In  this  manner  access  is  gained  to  the  under- 
water portion  of  the  vessel.  The  docking  operation  is  a  frequent 
necessity  in  the  efficient  life  of  any  ship,  particularly  of  a  naval  vessel. 
The  construction  of  a  graving  dock  of  modern  type  and  dimensions 
is  no  small  undertaking,  and  calls  for  exacting  design  and  close  super- 
vision by  the  bureau.    The  inception  and  progress  of  such  projects 

237 


238  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

is  a  matter  of  much  interest  both  to  the  department  and  to  the  engi- 
iicering  profession.  The  difficulties  to  be  overcome  are  often  prodig- 
ious, in  spite  of  painstaking  preliminary  plans  and  investigations. 
The  elements  of  a  dry-dock  problem  may  be  summarized  under  the 
following  subdivisions :  (1)  The  bod}'  of  the  dock,  its  excavation  and 
lining;  (2)  the  pump  well  and  its  equipment;  (3)  the  caisson  and  its 
seat;  (4)  the  crane  and  its  runwaj^  encircling  the  dock  outside  the 
coping;  (5)  the  mooring  devices  and  power-driven  capstans  for  han- 
dling vessels  into  position ;  (6)  the  docking  blocks,  of  specially  selected 
timber,  involving  many  thousands  of  board  feet  of  material  of  great 
strength,  and  great  care  in  workmanship ;  all  the  foregoing  constitute 
engineering  operations  of  respectable  magnitude.  At  every  stage  of 
construction  multitudinous  details  emerge  for  attention,  and  at  any 
stage  difficulties  and  dangers  may  arise  calling  for  every  resource  of 
skill  and  experience  at  the  disposal  of  those  in  charge.  Paradoxi- 
cally speaking,  it  is  the  unexpected  which  may  be  expected  at  all 
times  in  the  construction  of  a  dry  dock. 

The  declaration  of  war  by  the  United  States  found  the  Government 
already  committed  to  a  policy  of  expansion  in  the  matter  of  dry 
docks,  and  the  results  accomplished  since  that  time  have  been  achieved 
in  the  pursuit  of  that  program.  When  the  question  of  the  United 
States  becoming  a  party  to  the  war  arose,  and  careful  attention  was 
given  to  American  facilities  available  for  both  offensive  and  de- 
fensive warfare,  one  of  the  most  important  defects  was  found  to  be 
the  lack  of  proper  dry  docks,  both  for  capital  ships  of  the  Navy  and 
for  ships  that  would  have  to  be  taken  over  for  transports  and  for 
the  train.  Quite  as  pressing,  in  peace  and  war,  for  the  merchant  serv- 
ice, was  the  need  of  docks  of  a  huge  size,  made  necessary  by  the  con- 
struction of  the  later  vessels  in  the  transatlantic  service. 

The  naval  docking  plant  in  1916  consisted  of  21  dry  docks  of  all 
descriptions,  and  the  Balboa  dock  of  the  Panama  Canal  had  just 
been  completed — the  first  example  of  the  1,000-foot  class  to  be  found 
in  the  Western  Hemisphere,  considered  fully  available  for  naval  use 
as  needs  arise,  but  remotely  located  in  relation  to  our  coasts  as  a 
whole.  Aside  from  the  latter,  the  Naval  Establishment  could  boast 
only  one  dock  better  than  800  feet  in  length,  and  two  740  feet  long — 
the  remaining  18  ranging  below  the  latter  figure  down  to  324  feet 
in  the  case  of  one  dock  built  in  1834. 

Congress  recognized  the  country's  deficiency  in  the  matter  of 
docking  facilities,  and  by  its  enactments  has  made  possible  the  con- 
struction, acquisition,  or  preferential  use  by  the  Navy  of  a  system 
of  j&ve  modern  dry  docks  of  proportions  and  equipment  excelled 
only  in  one  or  two  instances  in  the  entire  world — four  of  the  five 
completed  in  1919  or  1920,  and  one  well  under  way  toward  comple- 
tion during  1921.     Tw^o  others,  of  smaller  size,  were  finished  and 


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WAK  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS.  239 

added  to  the  Naval  Establishment  in  1920,  so  that  the  Navy  now 
reckons  27  graving  docks  of  a  permanent  character  and  2  floating 
docks  as  available  for  its  needs,  6  of  the  former  being  capable  of 
receiving  the  largest  war  or  merchant  vessels  existing  or  contemplated 
at  the  present  time.  The  activities  of  the  bureau  devoted  to  the  secur- 
ing of  such  facilities  during  the  emergency  period  will  be  touched 
upon  in  the  succeeding  paragraphs. 

Dry  Dock  No.  4,  Norfolk,  Va. — This  was  the  first  of  the  five 
major  docks  above  mentioned  to  be  put  in  commission.  Its  construc- 
tion was  well  begun  before  the  declaration  of  war,  contract  having 
been  let  on  November  6,  1916;  and  substantial  completion  was  at- 
tained on  April  1,  1919,  212  days  ahead  of  the  maturity  of  the  con- 
tract. 

Measured  from  the  head  of  the  dock  to  the  side  of  the  caisson,  the 
usable  length  of  this  dock  is  1,011  feet.  Its  width  at  the  coping  is 
144  feet,  and  its  depth  over  the  keel  blocks  at  mean  high  tide  is  40 
feet — the  entire  height  of  the  walls  being  over  50  feet.  The  con- 
crete floor  was  placed  to  a  minimum  thickness  of  20  feet,  this  great 
mass  being  sufficient  to  overcome  any  hydrostatic  buoyancy  to  which 
the  structure  as  a  whole  might  be  subjected.  The  dock  has  been 
called  the  most  complicated  piece  of  mass  concrete  construction  ever 
built  in  this  country,  save  for  its  duplicate  at  Philadelphia,  dis- 
cussed elsewhere  in  this  chapter. 

Around  the  margin  extend  three  lines  of  standard-gauge  railway 
track,  two  of  which  carry  the  trucks  of  the  50-ton  service  crane,  the 
middle  track  being  used  for  yard  locomotives  and  cars,  easily  cleared 
through  the  portal  of  the  crane.  By  this  system,  any  materials 
required  may  be  quickly  handled  from  shop  to  ship  or  vice  versa. 

The  entrance  caisson  is  of  steel,  and  was  built  at  the  Philadelphia 
Navy  Yard.  All  other  features  of  the  dock  were  provided  under 
public  works  contracts. 

Flooding  is  accomplished  by  means  of  a  tunnel  built  in  the  south 
wall  having  numerous  openings  throughout  the  lower  part  of  the 
dock — the  destructive  effects  of  a  few  large  masses  of  water  in  motion 
being  thus  minimized. 

The  pumping  plant  consists  of  three  Worthington  centrifugal 
pumps,  electrically  driven,  situated  at  the  bottom  of  deep  wells  in 
the  south  wall  of  the  dock,  and  of  two  smaller  drainage  pumps.  The 
main  centrifugals  have  a  rated  capacity  of  14,400  cubic  feet  per 
minute  each,  and  are  capable,  working  together,  of  unwatering  the 
entire  dock  in  two  and  one-half  hours.  All  pumps  draw  water  from 
a  suction  chamber  situated  below  the  foundation  of  the  main  units. 
Heavy  rectangular  sluice  gates  or  "  valves "  8  and  9  feet  high, 
hydraulically  operated,  control  the  floAV  of  water  in  the  pumping  and 
flooding  operations. 
37022— 21-^lG 


240  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

A  tunnel  built  in  the  upper  part  of  the  walls  accommodates  elec- 
tric cables,  fresh  and  salt  water  lines,  and  compressed-air  pipes,  such 
services  being  provided  for  the  proper  functioning  of  the  dock  when 
ships  are  under  repair. 

The  amount  of  concrete  poured  in  the  execution  of  the  whole  proj- 
ect was  184,000  cubic  yards,  and  625,000  cubic  yards  of  earth  were 
moved  in  the  course  of  the  excavations. 

Foundation  conditions  at  the  site  were  favorable,  allowing  work 
to  proceed  "  in  the  dry."  Two  drag-line  excavators  were  used,  part  of 
the  removed  material  being  carried  out  to  sea  in  scows  and  the  rest 
being  used  for  swamp  reclamation  in  the  yard  vicinity  or  for  the 
back  filling  of  the  dock  walls.  The  sides  of  the  excavation  held  at 
the  moderate  slope  of  1  on  1,  so  that  no  excessive  amount  of  earth 
had  to  be  handled. 

The  form  work  involved  in  the  placing  of  the  concrete  was  of  un- 
precedented magnitude  and  complexity  for  such  a  project  and  re- 
quired careful  planning  and  supervision.  Many  individual  wall 
courses  were  poured  continuously  to  a  height  of  28  feet.  One  such 
course  was  41  feet  high,  and  the  maximum  section  was  successfully 
completed  when  a  wall  form  51-J-  feet  high  and  60  feet  long,  contain- 
ing 2,000  cubic  feet  of  concrete,  was  erected  and  filled  as  a  true  mono- 
lith, no  interruption  in  pouring  the  aggregate  being  permitted  during 
the  seven  days  required  for  the  operation.  The  interior  of  this  form 
was  a  maze  of  water  passages,  pipes,  stairways,  electric  ducts,  rein- 
forcement, and  anchor  bolts,  with  a  concrete  beam  system  for  the 
railroad  tracks  to  be  laid  above.  No  form  work  of  equivalent  magni- 
tude and  complexity  is  recalled  in  connection  with  any  drj^-dock 
project  previously  undertaken  by  the  bureau. 

It  is  impressive  to  note  that  the  keel  and  bilge  blocking  required 
for  Dry  Dock  No.  4  amounted  to  850,000  board  feet  of  solid  oak 
timber  mechanically  joined  to  the  floor  of  the  structure  by  the  proper 
clamps  and  slides.  All  features  of  this  project  are  now  in  working 
order,  and  it  is  a  matter  of  record  that  its  first  ship,  the  U.  S.  S. 
Wisconsin,  was  docked  with  appropriate  ceremonies  26^  months 
after  the  beginning  of  the  excavation — an  achievement  unprecedented 
in  the  history  of  docks  of  comparable  magnitude. 

The  cost  of  the  entire  project,  whose  construction  went  forward 
under  all  the  difficulties  of  war  conditions,  was  a  little  less  than 
$5,000,000. 

Dry  Docks  Nos.  6  and  7,  Norfolk,  Va. — Two  docks  of  smaller 
size  were  built  adjacent  to  Dry  Dock  No.  4  at  the  Norfolk  yard, 
beginning  about  the  middle  of  1918.  These  were  built  by  the  Emer- 
gency Fleet  Corporation  and  paid  for  out  of  its  funds,  and  were 
developed  to  meet  the  requirements  of  the  merchant  marine.  They 
are  each  471   feet  long.     They  were   constructed  concurrently  by 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  241 


Dry  Dock  No.  4,  Navy  Yard,  Norfolk,  Va.     U.  S.  S.  Wisconsin,  the  first  vessel  docked, 

entering. 


Dry  docks  at  Navy  Yard,  Norfolk,  Va.,  with  vessels  docked.     Left  to  right :  No.  3.  U.  S.  S. 
Jupiter;  No.  6,  S.  S.  Dioj  No.  7,  S.  S.  Eastern  Victor j  No.  4,  U.  S.  S.  Mount  Vernon. 


242  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AISTD   DOCKS. 


Dry  Dock   No.   G,   Navy  Yard.   Norfolk,  Va.,   before   first   flooding  circinoiiial.     Looking 

toward  head  end. 


Dry  Dock  No.  7,  Navy  Yard,  Norfolk.  Va.     Looking  toward  caisson. 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS.  243 

the  contractor  for  Dry  Dock  No.  4,  and  the  training  received  by 
his  force  in  the  building  of  the  latter  was  of  value  in  the  construc- 
tion of  the  smaller  docks. 

Work  on  these  proceeded  rapidly,  and  they  were  both  completed 
Avithin  18  months  from  the  beginning  of  excavation.  Their  initial 
flooding  took  place  in  the  presence  of  the  King  and  Queen  of  the 
Belgians,  the  Queen  acting  as  sponsor. 

Since  excavation  for  these  twin  docks  began  seven  months  before 
the  completion  of  Dry  Dock  No.  4,  the  unique  spectacle  was  afforded 
of  work  proceeding  simultaneously  on  three  docks  in  one  group. 

A  featiu"e  making  for  speed  in  construction  and  efficiency  in  the 
operation  of  this  plant  is  the  interconnection  existing  between  all 
three  docks  and  the  pumps  of  No.  4,  so  that  one  pumping  plant 
serves  for  the  unwatering  of  all  three. 

Arrangements  between  the  Navy  and  the  Emergency  Fleet  Cor- 
poration provide  for  the  joint  use  of  Dry  Docks  Nos.  6  and  7  under 
such  conditions  as  will  inure  to  the  benefit  of  both  parties.  Mer- 
chant vessels  have  prior  claim  on  these  docks  or  on  equivalent  dock- 
ing facilities,  but  military  considerations  have  preponderating 
weight  in  time  of  war.  The  latter  proviso  justly  entitles  these  docks 
to  a  place  in  the  list  of  those  fully  available  for  naval  purposes, 
especialh'  in  view  of  their  advantageous  location. 

Dnj  Dock  No.  S,  Philadelphia.'^ — This  structure  is  a  duplicate  in 
all  essential  respects  of  Dry  Dock  No.  4  at  Norfolk,  and  its  comple- 
tion Avill  add  a  vital  link  to  the  strategic  chain  of  naval  docks  on 
the  Atlantic  coast. 

The  bureau's  contract  for  the  work  was  let  about  three  weeks 
after  the  declaration  of  war  by  the  United  States,  with  an  original 
time  limit  of  870  days. 

Conditions  at  the  site  indicated  that  the  excavation  could  be 
accomplished  by  simple  suction  dredging,  but  subsequent  develop- 
ments made  necessary  the  division  of  the  whole  area  into  a  number 
of  sheet-pile  cofferdams,  some  of  which  were  extremely  difficult  to 
hold,  and  to  revise  the  design  of  the  dock  walls  from  a  cellular 
section  to  one  with  a  relieving  wing  base. 

Construction  on  the  project  began  with  the  contractor's  dredge 
working  behind  an  earth  cofferdam  built  across  the  proposed  dock 
entrance.  After  carrying  the  excavation  down  to  about  half  the 
final  depth  required,  the  dredge  was  unable  to  make  further  prog- 
ress, owing  to  the  inflow  of  material  from  the  sides.  Investigation 
at  this  point  developed  the  fact  that  a  deep  stratum  of  water- 
bearing sand  had  been  reached,  and  that  dredging  in  this  material 


1  Engineering  details  of  the  following  account  have  been  abstracted  from  an  article  by 
Lieut.  Commander  Charles  A.  Lee  (C.  E.  C),  U-  S.  N.,  in  Engineering  News-Record  for 
Apr.  15,  1920,  p.  748. 


244  WAE   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS. 

simply  allowed  the  water  to  wash  more  in  from  the  sides,  thus  causing 
the  banks  to  recede  further  and  further.  The  inflow  was  really  equiv- 
alent to  that  of  a  river  2,000  feet  wide.  Further  dredging  under 
these  conditions  would  have  resulted  in  an  area  of  constant  depth 
and  ever-increasing  width. 

The  dredge  was  removed  in  the  early  part  of  1918,  and  construc- 
tion Avas  discontinued  for  nearly  a  year,  until  revised  plans  could  be 
prepared  by  the  bureau. 

The  method  subsequently^  employed  was  to  subdivide  the  area 
into  sections  by  means  of  heavy  steel  sheet-piling,  so  that  excavation 
and  construction  could  go  forward  in  these  compartments.  The 
piling  had  to  withstand  severe  punisliment  in  being  driven  through 
strata  of  compacted  sand  or  in  striking  large  bowlders,  many 
of  these  heavy  steel  members  having  been  bent  and  twisted  com- 
pletely out  of  shape. 

Naturally  a  great  deal  of  water  found  its  way  into  the  sheeted 
compartments,  and  pumps  were  constantly  employed  in  removing 
from  5,000  to  8,000  gallons  of  water  per  minute  from  the  excavation. 

In  spite  of  all  difficulties,  however,  the  work  has  progressed  satis- 
factorily under  the  new  design.  Bottom  excavation  was  handled 
by  two  20-ton  traveling  derricks  operating  heavy  orange-peel  buckets, 
by  which  material  was  dumped  into  skips  placed  on  standard  flat 
cars.  These  skips  were  lifted  from  the  excavation  by  derricks,  and 
the  material  was  either  spilled  over  the  cofferdam  or  used  for  back- 
fill as  the  walls  were  completed. 

Concreting  of  the  floor  proceeded  by  sections  10  to  30  feet  long 
and  usually'  of  full  width.  Foundations  for  the  side  walls  were  con- 
creted as  soon  as  the  floor  sections  had  set,  and  the  side  walls  were 
poured  in  50-foot  lengths  and  four  "lifts"  or  courses,  varying  in 
volume  from  350  to  1,300  cubic  yards. 

The  setbacks  encountered  in  the  execution  of  this  project  resulted 
in  considerable  delay  and  expense,  but  the  dock  and  all  accessories 
are  expected  to  be  complete  and  in  operation  by  the  early  summer  of 
1921.  For  a  description  of  the  dry-dock  cranes  installed  at  Phila- 
delphia, Norfolk,  and  elsewhere  the  reader  is  referred  to  tlie  chapter 
on  shipbuilding  and  repair  facilities. 

The  total  cost  of  Dry  Dock  No.  3,  Philadelphia,  will  run  to  ap- 
proximately $6,300,000."^ 

Dry  Dock  No.  1,  Pearl  Harhor^  Haioaii. — Perhaps  the  most  in- 
teresting engineering  construction  carried  over  from  the  prewar 
period  and  continued  during  the  war  was  the  Pearl  Harbor  Dry 
Dock.  The  history  of  the  dock  up  to  the  time  reconstruction  was 
started,  in  1915,  is  given  very  completely  in  the  paper  prepared  by 
Civil  Engineer  H.  R.  Stanford,  then  Chief  of  the  Bureau  of  Yards 
and  Docks,  and  puljlished  with  discussion  by  other  engineers  in  the 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  245 


Dry  Dock  No.  3,  Isavy  Yard,  Philadelphia,  Pa.,  under  construction.     View  talcen  from 

cofferdam  at  entrance. 


Dry  Dock  No.  1,  Naval  Station,  IN  arl  Harbor,  Hawaii.     Interior  view  after  ihst  pumping, 
showing  rock  ballast  before  completion  of  floor. 


246  WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS. 


Dry  Dock  No.  1,  Naval  Station,  Pearl  Harbor,  Hawaii.     View  of  completed  structure  at 

formal  opening. 


Dry  Dock  No.  1,  Naval  .Station,  Pearl  Harbor,  Hawaii.     General  view  of  interior  from 

head  end. 


WAK  ACTIVITIES  OF   BUEEAU   OF   YAEDS   AND   DOCKS.  247 

Transactions  of  the  American  Society  of  Civil  Engineers,  Volume 
LXXX,  year  1916. 

The  present  Chief  of  the  Bureau  of  Yards  and  Docks  was  as- 
signed to  duty  as  public  Avorks  officer  at  Pearl  Harbor  to  take  charge 
of  the  reconstruction.  The  original  contractors,  the  San  Francisco 
Bridge  Co.,  continued  the  Avork,  the  actual  construction  being 
handled  by  the  Hawaiian  Dredging  Co. 

It  having  been  found  impracticable  to  construct  a  dry  dock  at 
this  location  by  any  of  the  usual  methods,  an  entirely  new  and 
theretofore  unsuggested  plan  was  covered  by  the  new  agreement. 
Brie%,  this  consisted  of  dividing  the  1,000-foot  dock  into  16  sec- 
tions and  constructing  the  shell  of  each  section  base  on  a  floating 
dry  dock,  this  shell  being  1.52  feet  long  (corresponding  to  the  width 
out-to-out  of  the  finished  dock  floor),  60  feet  wide  (16  sections  to 
the  1,000-foot  dock),  and  16  feet  high,  with  the  floor  of  the  shell 
about  8  feet  thick  and  sides  of  varying  thicknesses.  There  were  7 
steel  trusses  in  each  section,  approximately  150  feet  long  and  14 
feet  deep.  This  shell  of  concrete,  together  with  its  embedded  steel 
trusses,  weighed  about  7,000  tons,  with  a  displacement  of  about 
4,000  tons.  The  floating  dry  dock  on  which  each  section  base  was 
constructed  had  a  lifting  capacity  of  about  3,500  tons.  As  each  sec- 
tion shell  was  concreted,  the  floating  dry  dock  was  submerged,  and 
rhere  was  floated  in  over  the  concrete  shell  a  steel  ballast  tank  of  out- 
side dimensions  corresponding  to  the  length  and  width  of  the  con- 
crete base ;  this  steel  ballast  tank  was  then  bolted  to  the  upper  chord 
truss  and  brace  channels  along  the  outer  perimeter  of  the  concrete 
shell,  canvas  and  rubber  hose  being  used  for  packing  to  secure  a 
water-tight  joint.  When  this  steel  ballast  tank  was  pumped  out, 
the  concrete  base  attached  to  the  bottom  of  the  tank  was  lifted  and 
the  whole  towed  to  its  location  in  the  dock.  Then,  by  adding  water 
to  interior  compartments  of  the  ballast  tank,  the  section  was  sunk 
on  a  prepared  foundation  of  piles  covered  with  1  foot  of  broken 
stone.  This  steel  ballast  tank  was  so  designed  that  when  pumped 
out  it  formed  a  steel  cofferdam  with  interior  water  ballast  compart- 
ments, which  permitted  the  remaining  concrete  in  the  floor  and  side 
walls  of  each  section  to  be  deposited  in  their  final  location  "  in 
the  dry."  Following  this,  the  bolts  connecting  tank  and  base  were 
backed  out,  the  water  was  pumped  from  the  ballast  compartments 
of  the  tank,  which  was  raised  and  floated  free.  Certain  steel  doors 
were  then  removed  from  the  inshore  side  to  clear  the  tops  of  the 
concrete  section  side  walls,  and  the  tank  was  towed  back  to  the 
floating  dock  to  pick  up  another  base  section.  This  method  applied 
to  all  sections  except  the  first  or  head,  where  because  of  the  side 
walls  being  on  a  curve,  the}^  could  not  be  constructed  inside  the  steel 
cofferdam.     On  the  first  section  and  on  a  part  of  the  second  the  side 


248  WAR  ACTIVITIES   OF  BUREAU   OF   YARDS  AND  DOCKS. 

walls  were  constructed  ashore  of  monolithic  blocks,  weighing  each 
about  115  tons.  The  blocks  Avere  reinforced  H-shaped  shells.  They 
were  set  in  place  by  means  of  the  station  150-ton  floating  derrick. 
The  first  section  of  floating  dry-dock  pontoon  was  launched  on  June 
22,  1915.  The  steel  ballast  tank  was  launched  February  12,  1916. 
Steel  erection  of  section  1  of  the  dry  dock  was  started  in  the  floating 
dock  during  the  last  week  of  April,  and  on  July  7,  1916,  this  first  sec- 
tion of  dock  was  lifted  free  from  the  floating  dock  and  sunk  in  its 
final  location  the  following  day.  On  September  8,  1916,  the  second 
section  was  landed.  On  January  25,  1917,  the  fifth  section ;  on  July 
14-17,  the  tenth  section,  and  on  January  3,  1918,  the  fifteenth  section 
was  landed. 

After  the  fifteenth  section  was  placed,  the  public  works  officer  was 
detached  and  ordered  to  the  Bureau  of  Yards  and  Docks  as  chief, 
with  rank  of  rear  admiral,  and  the  public  works  officer  at  Great 
Lakes,  Commander  Geo.  A.  McKay  (C.  E.  C.) ,  U.  S.  N.,  was  detached 
on  January  26,  1918,  and  ordered  to  Pearl  Harbor  to  continue  the 
work.  The  construction  at  that  time  was  about  80  per  cent  com- 
pleted. When  the  sixteenth  section  was  sunk  and  concreted  it  was 
necessary  also  to  set  the  outer  granite  sill  for  the  caisson  gate  before 
the  tank  could  be  released.  This  interfered  in  part  with  some  of  the 
interior  steel  bracing,  which  was  cut  away  by  acetylene  torch  as 
necessary.  All  of  the  work  was  performed  "  in  the  dry  "  inside  the 
steel  cofi^erdam  or  ballast  tank,  at  a  de^^th  of  about  40  feet  below 
water. 

After  the  sections  were  set  there  remained  the  work  of  concreting 
joints  between  the  bases  and  side  walls  before  the  dock  could  be 
unwatered.  This  was  accomplished  by  means  of  tremie  concrete  to 
seal  the  bottom  of  joints,  tliis  tremie  concrete  being  about  6  to  8  feet 
thick.  The  joints  of  the  side  walls  between  sections  and  between  the 
head  blocks  at  the  curve  of  the  dock  were  then  covered  with  wooden 
cofferdam  shutters,  rubber  hose  being  used  for  gaskets,  the  joints 
pumped  doAvn,  and  concrete  deposited  "  in  the  dry  "  to  above  mean  low 
water.  The  joints  in  floor  were  left  sealed  with  about  6  to  8  feet 
of  tremie  concrete  until  after  the  dock  was  entirely  unwatered. 

To  keep  the  stresses  in  the  dock  within  safe  limits  and  to  provide 
a  factor  against  flotation,  the  earth  all  around  the  side  walls  was  back 
filled  before  unwatering.  Piles  of  rock  ballast  were  also  placed  in 
the  center  of  each  section  of  an  amount  sufficient  to  offset  the  stresses 
from  reduced  weight  due  to  the  omitted  18  inches  of  the  top  of  the 
concrete  floor. 

The  steel  cofferdam  ballast  tank  could  not  be  used  in  the  con- 
struction of  the  pump  well,  which  was  96  feet  long  by  45  feet  wide, 
and  designed  to  rest  on  piles  5|  feet  below  low  water.  The  pump- 
well  floor  was  3  feet  thick,  while  the  walls  varied  from  5^  feet  thick 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


249 


Dry  Dock  No.  1,   Naval   Station,   Pearl   Harbor,  Hawaii.     Pump  well  before  launching 

from  floating  dock. 


Dry  Dock  No.  1,  Naval  Station,  Pearl  Harbor,  Hawaii,     ruinp  wvU  after  launching  from 

floating  dock. 


250  WAR  ACTIVITIES   OF   BUEEAU   OF   YAEDS   AND   DOCKS. 


Dry  Dock  No.  1,  Naval  Station,  Pearl  Harbor,  Hawaii.     Admitting  water  through  caisson 

for  testing  pumps. 


Dry  DocI<  No.  1,  Naval  Station,  Pearl  Harbor,  Hawaii.     General  view  during  construc- 
tion, showing  sections  In  place. 


WAE  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  251 

at  base  to  3  feet  thick  at  top.  There  were  five  interior  compartments 
for  pumps.  The  lower  17  feet  of  the  pump  well  was  constructed  on 
the  floating  dry  dock,  and  on  this  concrete  base  was  built  a  wooden 
cofferdam  approximately  102  by  51  by  40  feet  high,  of  6  by  12  inch 
timbers.  The  floating  dry  dock  was  then  submerged  and  the  pump 
well  concrete  base  with  its  wooden  cofferdam,  drawing  about  29  feet, 
was  floated  off  on  September  10, 1918,  and  moored  over  its  final  site.  It 
was  then  sunk  by  building  up  the  concrete  walls  inside  the  floating 
cofferdam.  It  weighed  about  8,000  tons  when  landed.  The  final  settle- 
ment w^as  obtained  by  admitting  water  and  flooding  the  interior  to 
below  the  concrete-wall  level.  The  walls,  which  were  then  about  8  feet 
below  Avater,  were  carried  to  above  the  high-water  level  and  the  cof- 
ferdam was  removed.  After  final  settlement  was  attained  the  inte- 
rior was  unwatered.  There  were  several  leaks  and  a  few  small, 
slightly  porous  areas  where  seepage  occurred.  These  were  all  re- 
paired against  the  water  pressure  by  concentrating  the  leaks  at  small 
pipe  inserts,  which  pipes  Avere  then  plugged. 

The  caisson  was  seated  on  March  25,  1919,  and  pumping  of  the 
dock  started  on  March  31.  Unwatering  was  completed  on  April  10, 
1919.  With  tlie  removal  of  water  load  the  dock  rose  as  a  monolith 
three-sixteenths  inch,  owing  to  the  elasticity  of  piles  and  soil.  The 
floor  deflected  upward  one-sixteenth  inch.  Following  this,  the  inte- 
rior dock  floor  joints  were  completed;  the  upper  18  inches  of  concrete 
floor  with  imbedded  cast-iron  chains  was  laid;  stairs,  rails,  keel 
blocks,  etc.,  Avere  finished ;  small  leaks  were  closed ;  and  the  dock  was 
completed. 

It  was  anticipated  that  because  of  the  many  joints  in  walls  and 
floor  there  might  be  considerable  leakage,  but  the  dock  proved  to  be 
remarkably  tight.  The  largest  leak  was  in  the  caisson  gasket  at  one 
point  on  the  bottom.  The  entire  leakage,  including  this,  was  less 
than  30  gallons  per  minute  distributed  over  main  points,  all  of  which 
were  closed  without  difficulty. 

The  pump-well  machinery  Avas  installed  by  station  labor,  the  con- 
tractors, the  Alberger  Pump  Co.,  supplying  a  general  superin- 
tendent. 

Considerable  interest  Avas  attached  to  the  formal  opening  of  the 
dock  on  August  21,  1919,  by  the  Secretary  of  the  NaA^y.  The  Gov- 
ernor of  Hawaii  declared  a  special  holiday,  and  the  opening  was 
attended  by  about  7,000  people.  The  chief  of  the  bureau  accompanied 
Secretary  Daniels  to  the  islands.  Instead  of  docking  a  ship,  which 
would  have  necessitated  having  the  dock  full,  with  a  tAvo-hour  pump- 
ing period  before  the  bottom  Avas  exposed,  it  was  decided  to  haA^e  the 
dock  empty  so  that  it  might  be  viewed,  and  to  admit  water  through 
all  sluiceways.  After  appropriate  ceremonies  Mrs.  Daniels  pressed 
an  electric  button,  which  opened  the  three  large  sluice  gates,  which 


252  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

in  turn  admitted  the  water  to  the  dock,  making  a  particularly 
spectacular  sight. 

The  total  cost  of  the  Pearl  Harbor  Dock  in  all  its  stages,  from 
1909  to  the  date  of  completion,  has  been  $5,004,500. 

South  Boston  Dry  Dock. — In  a  special  act  dated  October  17,  1918, 
Congress  authorized  the  purchase  from  the  Commonwealth  of  Mas- 
sachusetts by  the  Navy  Department  of  a  graving  dock,  which  was 
at  that  time  nearing  completion,  together  with  adjacent  lands,  at 
South  Boston.  This  dock  had  been  undertaiven  by  the  Common- 
wealth as  a  feature  contributory  to  the  modernization  of  the  port, 
and  is  the  largest  structure  of  its  kind  in  the  United  States,  being 
1,1TG  feet  long,  149  feet  wide  at  coping,  and  43  feet  in  depth  from 
mean  high  water  to  the  top  of  keel  blocks. 

Its  acquisition  by  the  Navy  has  added  a  most  important  dock  on 
the  eastern  seaboard.  It  was  completed  by  the  Commonwealth  after 
its  purchase  by  the  Navy  had  been  agreed  upon,  and  is  now  in  full 
operative  condition,  save  for  a  dock  crane  and  the  completion  of 
the  rimway  for  same,  which  features  will  be  provided  for  under  a 
naval  appropriation  already  made. 

This  dock  is  of  concrete  construction  with  granite  lining,  and  is 
of  a  type  comparable  in  every  respect  to  those  of  the  most  recent 
construction  for  naval 'purposes. 

Di^y  Dock  at  Hunters  Point.,  Calif. — The  naval  appropriation  act 
for  the  fiscal  year  1915  contained  a  provision  authorizing  the  Sec- 
retary of  the  Navy  to  enter  into  a  contract  for  the  use  by  the  Gov- 
ernment of  dry  docks  at  Hunters  Point,  San  Francisco  Bay,  Calif., 
one  of  which  docks  was  to  be  capable  of  receiving  the  largest  vessel 
capable  of  passing  through  the  locks  of  the  Panama  Canal.  The  con- 
struction of  such  a  dock  was  to  be  undertaken  immediately  upon  the 
consummation  of  the  contract  as  contemplated,  and  the  dock  was  to 
be  completed  within  24  months  thereafter.  The  terms  of  the  con- 
tract were  to  provide  for  the  payment  of  a  minimum  rental  of 
$50,000  per  annum  to  the  owner  by  the  Navy  in  return  for  docking 
rights,  whicli  should  become  paramount  in  times  of  war.  Docking 
of  vessels  retjuiring  a  charge  in  excess  of  $50,000  for  any  one  year 
was  to  be  paid  for  by  the  Navy  at  rates  not  exceeding  those  for 
commercial  tonnage.  The  contract  to  the  above  effect  was  to  cover 
a  period  of  six  years  from  the  date  of  completion  of  the  dock. 

Such  a  contract  was  drawn  on  February  24,  191G,  between  the 
Navy  Department  and  the  Union  Iron  Works  Dry  Dock  Co.,  of  San 
Francisco.  The  construction  of  the  dry  dock  contemplated  in  the 
act  of  Congress  was  undertaken  at  once,  and  has  been  carried  to  a 
successful  conclusion.  Destroyers  were  docked  therein  on  Octo- 
ber 14,  1918. 


WAR  ACTIVITIES  OF  BUREAU   OF  YARDS  AND  DOCKS.  263 

This  structure  is  of  the  same  general  type  as  the  other  maximum 
naval  docks  herein  described.  It  is  1,005  feet  long,  153  feet  wide 
at  coping,  and  114  feet  wide  at  the  bottom.  Its  site  proved  especially 
advantageous,  consisting  of  practically  solid  rock  and  permitting 
the  use  of  a  relatively  thin  lining  of  concrete  within  the  excavation. 

Summing  up,  the  Navy  has  obtained  during  the  war  period  or 
shortly  thereafter,  either  by  construction,  purchase,  or  preferential 
rental,  the  use  of  five  dry  docks  of  the  largest  size — three  on  the 
Atlantic  coast  and  two  at  points  on  the  Pacific.  Furthermore,  two 
docks  of  very  useful  moderate  size  have  been  added  to  the  navy 
yard  at  Norfolk  for  merchant  use. 

The  strategic  advantage  of  such  an  expansion  needs  no  comment 
here ;  but  it  may  be  remarked  that  in  the  event  of  a  future  war  this 
Government  will  hardly  be  faced  with  an  embarrassment  similar 
to  that  experienced  in  the  recent  one,  when  the  ex-German  ship 
Leviathan  had  to  be  sent  across  the  Atlantic  for  docking,  owing  to 
the  absence  of  any  dock  to  acoommodate  her  within  the  continental 
limits  of  the  United  States. 


CHAPTER  XI. 
POWER  PLANTS. 


The  power  problem  at  navy  yards  throughout  the  emergency 
period  has  been  intimately  connected  with  the  requirements  of  the 
expanded  shipbuilding  and  industrial  program,  and  many  details 
of  the  present  chapter  are  to  be  considered  in  relation  to  the  chapter 
dealing  with  that  program. 

The  power-plant  section  of  the  Bureau  of  Yards  and  Docks  was 
charged  during  the  war  with  the  design  and  erection  of  new  plants, 
the  extension  of  existing  ones,  and  the  installation  of  all  their  dis- 
tribution systems  for  light,  heat,  electric  power,  compressed  air 
(high  and  low  pressure),  hydraulic  power,  and  gas  (illuminating, 
hydrogen,  and  acetylene)  ;  fire-protection  systems,  elevators,  and 
electric  cranes  of  all  characters  were  also  under  the  cognizance  of 
this  section.  Its  work  was  done  under  a  civilian  (Mr.  L.  W.  Bates)  as 
project  manager,  with  a  force  of  3  aids,  5  clerical  assistants,  and  60 
draftsmen.  For  strictly  power-plant  projects  140  public-works  con- 
tracts were  awarded  between  April  6,  1917,  and  November  11,  1918. 

The  scarcity  of  electrical  and  mechanical  draftsmen  available 
for  Government  work  necessitated  the  acceptance  of  assistance 
tendered  by  private  consulting  engineers  having  large  drafting 
forces  in  their  offices.  The  work  incident  to  the  design  of  the  elec- 
trical and  mechanical  features  of  the  first  naval  training  camp  at 
Hampton  Roads,  Va.,  and  later  of  the  naval  training  camp  at  Pel- 
ham  Bay  Park,  N,  Y.,  was  intrusted  to  Henry  C.  Meyer,  jr.,  of  New 
York.  To  Charles  L.  Reeder,  of  Baltimore,  was  given  the  design 
of  additions  and  alterations  to  the  plant  at  the  Naval  Academy  at 
Annapolis,  and  Francis  R.  Weller,  of  Washington,  rendered  assist- 
ance in  the  design  for  the  central  power  plants  at  Norfolk,  Phila- 
delphia, and  New  London. 

Norfolk  and  Philadelphia. — Undoubtedly  the  two  largest  and  most 
important  projects  carried  out  by  the  section  were  the  new  central 
power  plants  at  the  navy  yards  at  Norfolk  and  Philadelphia.  Even 
prior  to  the  entry  of  the  United  States  into  the  war  it  was  realized 
that  extensive  additions  to  the  power-generating  facilities  at  these 
yards  would  be  required  in  connection  with  shipbuilding  and  in- 
dustrial expansions  then  contemplated  and  now  realized. 

37022—21 ^17  255 


256  WAR  ACTIVITIES  OF  BUREAU   OF   YARDS  AND   DOCKS. 

The  existing  central  power  plant  at  Norfolk  was  situated  in  the 
older  section  of  the  yard,  and  could  hardly  be  sufficiently  enlarged 
to  meet  the  new  demands.  A  complete  study,  with  detailed  esti- 
mates, was  made  in  order  to  determine  whether  it  would  not  be  more 
economical  and  convenient  to  construct  an  entireh^  new  plant  in  that 
section  of  the  yard  devoted  to  new  developments,  rather  than  to 
attempt  the  enlargement  of  the  old  plant.  The  correctness  of  this 
supposition  was  ampl)'  proved,  and  recommendations  were  made 
that  a  new  power  plant  be  constructed,  to  be  designed  in  accordance 
with  modern  practice  and  to  contain  power-generating  apparatus 
of  high  efficienc}^  witli  space  for  future  expansion.  These  recom- 
mendations were  approved,  and  while  the  detailed  design  of  the 
building  structure  was  carried  out  by  the  shipbuilding  and  yard 
development  section,  the  power-plant  section  prepared  the  plans 
and  specifications  for  the  apparatus,  which  required  the  award  of 
16  contracts.  These  contracts  covered  turbo-alternators  of  11,250 
kilovolt-amperes  total  capacity,  reciprocating  air  compressors  sup- 
plying 13,000  cubic  feet  per  minute,  and  turbo-compressors  of  16,000 
cubic  feet  per  minute.  There  were  also  included  water-tube  boilers 
of  7,200  horsepoAver  rated  capacity  at  an  operating  pressure  of  200 
pounds  per  square  inch  with  steam  at  100°  F.  superheat ;  underfeed 
mechanical  stokers  capable  of  operating  the  boilers  to  300  per  cent 
of  normal  rating  when  necessar}^ ;  surface  condensers  for  turbo- 
alternators  and  for  air  compressors,  with  accompanying  circulat- 
ing, condensate,  and  air  pumps;  aftercoolers  for  the  air  com- 
pressors; heaters  and  pumps  for  the  yard  heating  sj'stem;  forced 
and  induced  draft  fans  for  the  boilers ;  pumps  for  various  services ; 
switchboard,  wiring,  motors,  and  other  electrical  equipment ;  heaters, 
tanks,  draft  apparatus,  meters,  recorders,  and  other  mechanical  appa- 
ratus. Piping  for  all  services  was  provided.  A  complete  system 
for  coal  handling  was  designed,  which  permitted  the  delivery  of  coal 
from  cars  either  to  outside  ground  storage  or  into  the  power-plant 
bunkers;  and  the  reclaiming  of  coal  from  outside  storage  and  its 
delivery  into  the  bunkers.  The  handling  of  ashes  was  minimized  by 
making  the  boiler-room  basement  of  sufficient  height  to  permit 
standard-gauge  ash  cars  to  be  run  through  and  to  receive  direct 
dumping  from  the  stoker  ash  pits. 

For  the  Norfolk  and  Philadelphia  power  houses  a  design  was 
adopted  which  eliminated  objectionable  interior  columns,  although  it 
somewhat  increased  the  cost  owing  to  the  supporting  of  the  coal 
bunker  and  roof  by  the  side-wall  columns.  The  buildings  were  con- 
structed with  no  columns  within  the  boiler-room  area.  The  propor- 
tion of  window  area  was  made  considerably  greater  than  is  commonly 
employed  in  other  works  of  similar  character,  so  that  the  interior 
might  be  as  light  as  possible. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  257 


General  view  of  power  plant  at  Philadelphia  Navy  Yard,  showing  coal  and  ash  ha. 

plant. 


Ash-romoval  system  at  power  plant,  Navy  Yard.  Philadelphia,  Pa. 


258  WAR    AC'TIVITIKS    OF    BI'REAU    OF    YARDS    AND    DOCKS. 


View  of  power  plaut  from   south.  Navy  Yard,   Norfolk.   Va. 


Battery  of  boilers  in  power  [ilant  at  Navy  Yard,  Norfolk,  Va. 


WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  259 

The  two  power-plant  buildings  at  Xorfolk  and  Philadelphia  are 
exact  duplicates,  and  were  built  by  the  same  contractor;  the  Phila- 
delphia building,  however,  was  completed  in  advance  of  the  one  at 
Norfolk,  owing  to  labor  difficulties  at  the  latter  yard. 

The  air-compressor  equipment  in  these  plants  is  considerably  dif- 
ferent from  that  employed  heretofore  in  bureau  practice,  on  account 
of  the  use  of  both  the  old  type  of  massive  reciprocating  compressors 
and  the  comparatively  recent  development  of  a  rotary  compressor 
driven  by  steam  turbine.  The  latter  is  lighter  in  w^eight,  occupies 
considerably  less  floor  space,  can  be  installed  on  structural-steel 
foundations,  and  requires  less  attention  and  maintenance  than  the 
reciprocating  compressors.  A  further  advantage  is  secured  from  the 
use  of  the  turbo-compressors  in  that  the  turbines  are  of  the  mixed- 
pressure  type.  These  are  capable  of  being  operated  on  the  low- 
pressure  exhaust  steam  of  the  reciprocating  units ;  when  a  deficiency 
in  the  latter  occurs,  high-pressure  steam  is  automatically  admitted 
to  the  high-pressure  stages  to  meet  the  load.  The  economy  thus 
effected  is  considerable.  When  the  reciprocating  unit  is  not  in  opera- 
tion, the  turbo-compressor  operates  entirely  on  high-pressure  steam. 

The  boiler  equipment  in  each  of  these  plants  consists  of  twelve  600- 
horsepower  water-tube  boilers  equipped  with  superheaters,  mechani- 
cal stokers,  forced  and  induced  draft  apparatus,  soot  blowers,  bal- 
anced draft  regulators,  draft  gauges,  and  automatic  flue-gas  analy- 
zers and  meters.  The  boilers  are  set  in  two  rows,  facing  a  firing  aisle. 
As  before  stated,  the  boiler  equipment  is  designed  for  operation  at 
300  per  cent  of  rating  when  necessary,  so  that  a  maximum  capacity 
of  21,600  horsepower  is  possible  with  the  present  equipment;  and, 
since  space  is  available  for  the  installation  of  four  additional  boilers 
of  the  same  capacity,  the  possible  maximum  output  with  all  units  in 
operation  would  be  28,800  horsepow^er,  a  capacity  considered  adequate 
to  meet  the  power  demands  for  some  years  to  come.  Three  3,750- 
kilovolt-ampere  turbo-alternators  have  been  installed,  with  space 
for  a  future  unit,  wdiich  w^ould  give  an  electrical  generating  capacity 
of  15,000  kilovolt-amperes.  These  units  generate  3-phase,  60-cycle 
energy  at  2,300  volts,  which  is  standard  navy-yard  practice.  Two 
6,500-cubic-foot-per-minute  reciprocating  air  compressors  and  two 
8,000-cubic-foot-per-minute  turbo-compressors  have  been  installed, 
which  provide  for  a  total  capacity  of  29,000  cubic  feet  of  free  air  per 
minute  when  compressed  to  a  pressure  of  100  pounds  per  square  inch. 
At  Norfolk  only  one  turbo-compressor  has  been  installed,  on  account 
of  the  somewhat  smaller  air  demand  expected. 

Charleston,  S.  C. — The  navy  yard  at  Charleston,  S.  C,  had  had  no 
additions  made  to  its  power  plant  since  the  plant's  construction,  in 
1907,  so  that  the  increase  in  yard  activities  beginning  in  1917  necessi- 
tated considerable  new  equipment.     The  building  had  been  so  de- 


260  WAK   ACTIVITIES   OF   BUREAU    OF   YAEDS   AND   DOCKS. 

signed  as  to  provide  space  for  future  installations,  so  that  it  was 
possible  to  increase  the  capacity  without  the  necessity  of  extending 
the  building. 

The  original  generating  equipment  consisted  of  two  C25-kilovolt- 
ampere  turbo-alternators  and  the  boiler  installation  included  four 
350-horsepoAver  boilers.  Beginning  early  in  1917,  these  generator 
and  boiler  capacities  were  increased  100  and  50  per  cent,  respectively, 
by  contracts  for  the  instalhition  of  the  following  new  units:  One 
1,250-kilovolt-ampere  turbo-alternator,  with  2,T00-square-foot  sur- 
face condenser  and  turbine-driven  circulating  and  condensate  pumps, 
with  air  pump ;  one  5,000-cubic-f oot-per-minute  rotary  air  compres- 
sor with  3,800-square-foot  surface  condenser,  turbine-driven  circu- 
lating and  condensate  pumps,  an  air  pump,  and  an  aftercooler;  and 
two  350-horsepower  water-tube  boilers  with  superheaters,  mechani- 
cal stokers,  and  all  accessories.  As  at  Norfolk  and  Philadelphia,  a 
mixed-pressure  turbine  was  employed  to  drive  the  new  rotary  com- 
pressor, and  the  piping  from  the  two  existing  reciprocating  compres- 
sors and  the  auxiliaries  w^as  rearranged  accordingly.  The  increase 
in  compressor  capacity  was  over  200  per  cent. 

Portsmouth^  N.  11. — The  power  plant  at  the  navy  yard,  Ports- 
mouth, N.  H.,  is  the  only  one  which  contains  direct-current  generat- 
ing apparatus  exclusively,  and  when  extensions  were  required  it  was 
found  expedient  to  install  new  equipment  of  the  same  type.  In  order 
to  provide  for  the  increase  of  power  required  for  shipbuilding  pur- 
poses, recommendations  were  made  for  tlie  installation  of  an  addi- 
tional generating  unit  and  a  new  air  compressor.  These  recom- 
mendations were  approved  by  the  chief  of  the  bureau,  and  contracts 
were  awarded  for  a  1,000-kilowatt  direct-current  turbo-generator  and 
a  5,000-cubic-foot-per-minute  turbo  air  compressor,  together  with 
their  accompanying  auxiliaries  of  surface  condensers,  pumps,  and 
piping.  The  old  equipment  in  the  plant  consisted  of  generating 
units  and  air  compressors,  all  of  the  reciprocating  type ;  but,  in  order 
to  provide  space  for  new  apparatus,  it  w^as  decided  to  liave  the  new 
units  of  the  rotary  type,  which  would  admit  of  their  installation 
Avithout  the  necessity  of  extending  the  building. 

Alternating-current  turbo-generators  had  been  in  use  for  years 
in  tlie  majority  of  the  na-vy-yard  power  plants,  but  the  new  1,000- 
kilowatt  unit  purchased  for  Portsmouth  was  the  first  direct-current 
turbo-generator  of  any  size  to  be  installed  at  any  yard. 

The  underground  salt-water  suction  and  discharge  tunnels  for  fur- 
nishing condensing  water  to  tlie  power-plant  units  were  found  to 
be  insufficient  in  size  to  supply  the  increased  amount  of  water  re- 
quired. New  tunnels  were  therefore  constructed  of  reinforced  con- 
crete, and  arrangements  were  incorporated  in  the  design  to  permit, 
by  proper  manipulation  of  large  sluice  valves  at  certain  points,  the 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  261 

reversal  of  flow  of  water  through  the  conduits.  This  scheme  allows 
warm  water  from  the  condensers  to  flow  through  the  intake  tunnel, 
the  action  of  such  water  being  to  kill  and  dislodge  the  marine  growth 
attached  to  the  walls  of  the  conduit  which  would  reduce  the  flow  of 
water  if  allowed  to.  accumulate. 

In  1918  an  additional  1,000-kilowatt  direct-current  turbo -generator 
was  purchased  to  provide  capacity  for  the  increasing  load  and  to  re- 
place an  old  500-kilowatt  reciprocating-generator  set  which  had  been 
completely  wrecked.  The  new  unit  with  its  accompanying  auxil- 
iaries had  not  been  installed  when  the  armistice  was  signed. 

Washington^  D.  C . — The  power  plant  at  the  navy  yard  and  naval 
gun  factory  at  Washington,  D.  C.,  contained  direct-current  gener- 
ators driven  by  vertical  and  horizontal  steam  engines.  The  con- 
templated increase  in  activities,  together  with  additional  areas  to  be 
served,  brought  vc^  the  question  of  a  change  from  that  system  to 
alternating-current  generation  and  distribution.  Certain  large  hy- 
draulic pumps  were  being  purchased  by  the  Bureau  of  Ordnance  at 
that  time  for  installation  at  the  cartridge-case  shop,  and  recommenda- 
tions were  made  that  two  2,300-volt,  3-phase,  60-cycle  alternating- 
current  motors  be  purchased  to  drive  these  pumps,  and  that  new  gen- 
erating equipment  placed  in  the  power  plant  be  of  the  alternating- 
current  type  to  furnish  energy  to  these  motors  and  to  all  new  projects 
in  the  yard  requiring  electrical  energy.  Either  type  of  generating 
equipment  would  have  required  a  considerable  period  of  time  to 
manufacture,  but  the  decision  as  to  the  type  to  be  employed  appar- 
ently became  automatic  when  it  was  learned  that  there  were  certain 
alternating-current  generating  units  and  other  power-plant  appara- 
tus, under  contract  by  the  Treasury  Department,  which  were  available 
for  almost  immediate  shipment,  admirably  meeting  the  requirements 
of  the  Washington  yard.  The  chief  of  the  bureau,  upon  being  ad- 
vised of  this  fact,  made  a  personal  call  upon  the  Assistant  Secretary 
of  the  Treasury  and  requested  that  a  transfer  of  this  equipment  be 
made.  This  request  was  made  in  view  of  the  fact  that  immediate 
war  needs  of  the  Navy  should  take  precedence  over  the  requirements 
of  a  project  which  merely  provided  a  more  economical  and  satisfac- 
tory method  of  furnishing  service  to  Government  office  buildings. 
The  Treasury  Department  agreed  to  waive  its  prior  claim  under  con- 
ditions that  permitted  a  later  compliance  with  its  own  pending  con- 
tract. 

Specifications  were  then  prepared  covering  the  apparatus  known  to 
be  available,  and  bids  were  received  from  two  concerns.  As  only  one 
of  these  bids  was  based  on  apparatus  which  was  nearly  completed 
in  the  manufacturer's  shops,  that  proposal  was  accepted.  By  this 
method  the  equipment  was  obtained  months  in  advance  of  the  date 


262  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

which  would  have  had  to  be  set  had  all  apparatus  been  manufac- 
tured after  the  award  of  the  contract. 

The  material  obtained  in  this  manner  consisted  of  two  4,000- 
kilovolt-ampere,  2,300-volt,  3-phase,  60-cycle  turbo-alternators;  two 
jet  condensers  for  the  above-mentioned  turbines,  complete  with  air 
pumps  and  tail  pumps ;  two  100-kilowatt,  125-volt  exciters,  one  driven 
b}'  a  noncondensing  steam  turbine  and  the  other  by  a  2,300-volt, 
3-phase,  60-cycle  induction  motor;  engine-driven  underfeed  me- 
chanical stokers,  with  the  necessary  forced-draft  equipment,  for  nine 
of  the  existing  300-horsepower  Babcock  &  AVilcox  boilers;  switch 
gear  consisting  of  a  high-tension  alternating-current  structure,  oil 
switches,  alternating-current  and  direct-current  control  for  existing 
and  future  generators,  tie  switch,  feeders,  and  exciters;  and  all 
wire,  cable,  conduits,  control  wiring,  instrument  transformers,  bus 
bars,  and  interconnecting  apparatus  necessary  for  the  complete  plant. 
Additional  boilers  were  not  installed  at  this  time,  but  the  capacity 
of  the  existing  ones  was  largely  increased  by  the  removal  of  old 
stokers  and  the  installation  of  the  modern  type,  permitting  much 
larger  overloads  being  carried  on  the  boilers.  At  a  later  date  an 
additional  4,000-kilovolt-ampere  turbo-alternator  was  purchased 
and  installed,  together  with  its  condenser  and  other  auxiliaries. 
Also  an  increase  in  the  boiler  capacity  was  determined  upon ;  but,  as 
there  Avas  no  available  space  in  the  boiler  room,  it  was  necessary  to 
extend  the  building  to  house  two  1,000-horsepower  boilers,  which 
were  up  to  this  time  the  largest  units  purchased  for  any  navy  yard 
plant. 

The  compressed-air  capacity  of  the  plant  was  increased  by  the 
purchase  and  installation  of  two  5,000-cubic-foot-per-minute  mixed- 
pressure  turbo-compressors,  wdth  condensers,  pumps,  and  after- 
coolers.  The  piping  to  these  units  was  arranged  to  take  exhaust 
steam  from  the  vertical  reciprocating  engines  of  the  old  generating 
units,  or  steam  at  high  pressure  if  no  exhaust  were  available.  These 
power-plant  improvements  required  such  an  increase  in  river  circu- 
lating w^ater  for  condensing  purposes  that  it  became  necessary  to 
construct  a  new  concrete  tunnel  from  the  quay  wall  to  the  engine 
room. 

On  account  of  the  importance  of  continuity  of  electrical  supply  at 
this  yard,  it  was  considered  desirable  to  make  arrangements  for  an 
auxiliary  electrical  connection  w^ith  the  Government  power  plant 
serving  the  Capitol,  Congressional  Library,  and  Senate  and  House 
Office  Buildings.  Permission  was  obtained  from  the  Superintendent 
of  the  Capitol  for  this  connection,  and  an  application  for  permission 
to  install  an  underground  conduit  line  through  the  city  streets  be- 
tween the  navy  yard  and  the  Capitol  power  plant  was  approved  by 
the  Commissioners  of  the  District  of  Columbia.     The  characteris- 


WAR  ACTIVITIES   OF   BUEEAU   OF   YAEDS   AND   DOCKS.  263 

tics  of  the  electrical  energy  generated  by  the  Capitol  power  plant 
were  different  from  that  generated  by  the  navy-yard  plant,  so  that 
it  was  necessary  to  purchase  frequency-changers  to  convert  the  6,600- 
volt,  3-phase,  25-cycle  current  from  the  Capitol  plant  to  2,300-volt, 
3-phase,  60-cycle  current  suitable  for  yard  use.  These  frequency- 
changers  were  installed  in  a  substation  at  the  yard  located  some 
distance  from  the  power  plant,  so  that  an  accident  in  the  plant 
could  not  affect  the  substation  equipment.  Switching  arrangements 
were  provided  so  that  the  outside  supply  of  electrical  energy  could  be 
furnished  to  the  main  switchboard  in  the  central  power  plant  at  any 
time,  in  case  of  accident  to  any  unit,  or  to  take  care  of  temporary 
abnormal  power  demands.  Power  can  be  transferred  in  either  direc- 
tion in  case  of  necessity,  so  that  it  is  possible  for  the  navy  yard  plant 
to  furnish  energy  to  the  Capitol  plant. 

Training  camps,  Newport,  R.  I. — None  of  the  war  projects  of  the 
Navy  required  such  rapid  expansion  as  the  training  camps  for  the 
enlisted  personnel.  The  cost-plus-percentage  contracts  awarded  in 
several  cases  of  the  kind  permitted  construction  work  to  proceed 
while  plans  were  in  course  of  preparation,  thus  saving  considerable 
time.  At  the  naval  training  station,  Coasters  Harbor  Island,  New- 
port, K.  I.,  it  was  decided  to  construct  an  entirely  new  power  plant 
rather  than  attempt  t6  expand  the  old  one,  which  contained  obsolete 
equipment  and  was  located  disadvantageously.  A  cost-plus-per- 
centage contract  was  therefore  awarded  not  only  for  a  new  power 
plant  but  also,  at  a  later  date,  for  a  complete  distributing  system  for 
light,  heat,  and  power  from  the  plant  to  the  new  barracks  buildings, 
and  for  the  lighting  and  heating  of  the  various  units  comprising  the 
enlarged  training  camp.  The  new  power  plant  contained  two  600- 
kilovolt-ampere  turbo-alternators,  two  125-kilovolt-ampere  units 
brought  from  the  old  plant,  three  500-horsepower  water-tube  boilers, 
and  various  auxiliaries,  such  as  condensers,  pumps,  heaters,  fans, 
switchboard,  etc. 

At  the  request  of  the  Bureau  of  Navigation  this  plant  w^as  designed 
to  burn  fuel  oil  instead  of  coal  in  order  that  the  enlisted  personnel 
might  be  trained  in  handling  oil-burning  equipment  before  being 
assigned  to  ships  in  which  such  equipment  was  used.  Storage  ca- 
pacity for  500,000  gallons  of  fuel  oil  was  provided  in  the  form  of  an 
underground  reinforced-concrete  tank  located  some  distance  from  the 
power  plant,  with  pipe  lines  to  the  plant  and  a  filling  line  to  the 
wharf. 

During  the  progress  of  the  work  on  this  contract,  it  was  decided  to 
construct  a  camp  for  reserves  at  Cloyne  Field.  This  site  was  located 
at  such  a  distance  from  the  power  plant  that  extension  of  the  dis- 
tributing systems  would  not  have  been  economical.  A  separate  boiler 
plant  was  therefore  included  in  the  camp  contract  to  provide  steam, 


264  WAR   ACTR'ITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

and  electrical  energy  was  purchased  from  the  local  public  utility 
company. 

In  1918,  when  it  became  evident  that  the  Newport  training  station 
would  require  a  further  enlargement  to  provide  facilities  to  meet 
the  rapidly  increasing  demands  for  training  personnel,  it  was  decided 
to  construct  another  camp  at  Coddington  Point  on  the  mainland 
opposite  the  Coasters  Harbor  site.  (See  chapter  "  Training 
camps.")  On  account  of  the  area  included  in  this  development  and  the 
relative  positions  of  the  units,  three  separate  boiler  houses  were  con- 
structed with  a  total  installed  capacity  of  5,000  horsepower,  sectional 
cast-iron  boilers  being  used  for  supplying  low-pressure  steam  for  the 
heating  of  buildings,  and  horizontal  return-tubular  brick-set  boilers 
being  utilized  for  the  smaller  amount  of  high-pressure  steam  re- 
quired for  cooling,  laundry,  sterilizing,  and  water-heating  purposes. 
The  mechanical  equipment  contract  included  the  three  boiler  houses, 
boilers,  heaters,  tanks,  f)umps,  piping,  the  complete  distributing  sys- 
tems from  the  boiler  houses  to  all  barracks,  and  the  heating  system 
within  the  barracks  buildings.  A  complete  plant  for  refrigerating 
and  ice-making  purposes  was  -also  included  in  the  main  contract,  and 
a  separate  contract  was  awarded  for  the  electrical  distribution  sys- 
tem for  the  camj).  This  project  was  considerably  curtailed  after  the 
armistice,  and  the  changes  necessitated  a  redesign  of  the  distributing 
system  and  the  omission  from  each  boiler  plant  of  a  portion  of  its 
equipment. 

Pelham  Park,  N.  Y. — Another  large  training  station  was  con- 
structed at  Pelham  Bay  Park,  N.  Y.,  the  mechanical  equipment  of 
which  consisted  of  two  boiler  plants  and  the  heating  system  of  the 
camp  buildings,  with  necessary  interconnecting  steam  mains.  Elec- 
trical energy  for  this  camp  was  purchased  from  the  public  utility 
company. 

Hampton  Roads,  Va. — The  original  camp  at  the  naval  operating 
base,  Hampton  Roads,  Va.,  required  for  steam-making  purposes  a 
complete  boiler  plant  containing  six  500-horsepower,  water-tube 
boilers  with  mechanical  stokers,  forced  and  induced-draft  fan  equip- 
ment, pumps,  heaters,  piping,  etc.  The  bureau  purchased  the  main 
items  of  equipment  as  extras  on  existing  contracts  for  boilers  and 
stokers  for  other  yards  in  order  to  save  the  time  required  for  prepa- 
ration of  separate  specifications  and  for  advertising.  All  minor 
items,  however,  and  the  complete  disti-ibuting  system  were  included 
under  a  cost-plus-percentage  contract  in  order  to  expedite  the  work. 
The  main  steam-supply  line  from  the  boiler  plant  was  installed 
underground  on  account  of  its  size  and  location;  all  branth  lines, 
however,  from  this  main  to  the  various  buildings  were  carried  over- 
head on  pole  lines,  and  the  condensate  from  the  pipe  lines  and  ra- 
diating surfaces  was  wasted  to  the  sewers. 


WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS,  265 

The  second  training  camp  at  Hampton  Roads,  known  as  the  East 
Camp,  was  started  in  1918,  but  not  completed  until  after  the  armi- 
stice. Complete  plans  and  specifications  were  prepared  by  the  bureau 
for  the  electrical  and  mechanical  equipment.  The  boiler  plant  con- 
tains ten  400-horsepower  horizontal  return-tubular  boilers  with 
chimneys,  pumps,  heater,  and  piping.  The  heating  contract,  in 
addition  to  the  boiler-house  equipment,  included  the  distributing 
system,  which  consists  of  steam  supply  lines  carried  overhead  on 
poles  to  all  buildings,  with  the  return  mains  installed  underground 
to  return  the  condensate  from  the  various  buildings  to  the  boiler 
plant.  This  was  said  to  have  been  the  largest  vacuum-heating  con- 
tract ever  awarded  in  this  country  and  involved  an  expenditure  of 
about  a  million  dollars.  There  were  about  400  buildings  to  be  sup- 
plied with  steam,  and  an  approximate  idea  of  the  magnitude  of  the 
project  may  be  realized  when  it  is  stated  that  there  were  installed 
113  miles  of  pipe,  400,000  square  feet  of  radiation,  5,000  valves,  and 
6  miles  of  wood  pipe-covering  and  trenching  for  the  return  pipes 
in  the  ground. 

During  1918  the  main  camp  at  the  naval  operating  base  had  also 
been  increased,  and  as  this  required  during  the  winter  months  more 
steam  than  could  be  furnished  by  the  original  3,000-horsepower 
boiler  plant,  the  temporary  demand  was  met  by  the  construction  of  a 
wood-frame  boiler  house  containing  boilers  which  were  immediately 
available  as  excess  stock  from  other  projects.  This  temporary  plant 
has  a  capacity  of  2,800  horsepower,  and  it  is  expected  that  its  con- 
tinued operation  will  be  unnecessary  when  the  underground  intercon- 
necting piping  has  been  installed  between  the  original  boiler  plant 
and  the  new  permanent  one  located  in  the  industrial  section. 

The  permanent  boiler  plant  at  the  base  is  located  near  the  center 
of  the  industrial  section  and  contains  modern  equipment  designed 
for  economical  operation.  The  present  apparatus  consists  of  four 
600-horsepower  water-tube  boilers  with  mechanical  stokers,  chimney, 
forced-draft  fan  apparatus,  heaters,  pumps,  and  piping.  The  de- 
sign is  such  that  the  normal  capacity  of  2,400  horsepower  may  be 
raised  to  6,000  horsepower  by  operating  the  boilers  considerably 
over  their  rating,  and  provisions  have  been  made  for  doubling  the 
installed  capacity  by  the  addition  of  four  more  600-horsepower 
boilers  facing  the  first  row.  After  the  award  of  the  contract  for  this 
plant,  the  fifth  naval  district  recommended  that  the  building  be 
increased  to  provide  space  for  electrical  generating  equiprnent  for 
furnishing  electrical  energy  to  the  entire  base.  This  proposal,  how- 
ever, was  abandoned  on  account  of  the  lack  of  necessary  appropria- 
tions. 

Torpedo  station^  Newport^  R.  I. — With  the  rapid  expansion  of  the 
torpedo  station  at  Newport  in  1918  it  was  decided  to  construct  an 


266  "^VAE    ACTIVITIES    OF    BntEAU    OF    YARDS    AND    DOCKS. 


Boiler  plaint   for  industrial  soction  of  Xaval   Opcratins  Ease.   Ilaiiiptou   Roads.  Va. 


J'Mwr  iiliiiii   :it    S:i\:_i\  'I'. .I'li.  . |. ,  Si.-iijnii,  Newport,  R.   I. 


WAR   ACTIVITIES   OF   BUEEAU   OF   YAEDS   AND   DOCKS.  267 

entire  new  power  plant  rather  than  to  attempt  to  enlarge  the  old  one, 
which  contained  obsolete  equipment,  was  located  in  such  a  position 
that  extension  would  have  been  difficult,  and  was  installed  in  a  build- 
mg  whose  utilization  for  manufacturing  purposes  was  desirable. 

The  project  was  undertaken  at  the  request  of  the  Bureau  of  Ord- 
nance, whose  insistence  upon  the  urgency  of  the  situation  led  the 
Chief  of  the  Bureau  of  Yards  and  Docks  to  obtain  the  Secretary's 
authority  for  the  award  of  a  cost-plus-percentage  contract  covering 
the  entire  work,  building,  equipment,  coal  and  ash  facilities,  and  com- 
plete distributing  systems  for  light,  heat,  and  power. 

The  main  equipment  of  the  plant  now  consists  of  two  2,500-kilovolt- 
ampere  turbo-alternators,  four  600-horsepower  boilers,  underfeed 
stokers,  forced  and  induced  draft  fan  equipment,  condensing  appa- 
ratus, switchboard,  two  large  rotary  converters,  and  all  necessary 
auxiliaries.  The  old  power  plant  generated  direct  current,  but  to 
conform  to  modern  navy-yard  practice  the  design  of  the  new  plant 
called  for  turbo-generators  arranged  for  2,300-volt,  3-phase,  60-cycle 
current.  It  was  therefore  necessary  to  purchase  rotary  converters  to 
obtain  the  necessary  direct  current  for  the  operation  of  old  motors  in 
the  shops.  New  motors  which  have  subsequently  been  purchased  are 
of  the  alternating-current  type,  so  that  the  electrical  energy  gen- 
erated may  be  used  without  conversion.  An  extensive  distributing 
system  has  been  installed  from  the  new  power  plant  to  the  various 
buildings  and  shops.  This  includes  direct  and  alternating  current  for 
light  and  power,  steam  for  industrial  purposes,  hot  water  for  heat- 
ing, water  for  industrial  use  and  for  fire-fighting  purposes,  and  com- 
pressed air  at  low  pressure  (100  pounds),  intermediate  pressure 
(1,200  pounds),  and  high  pressure  (3,500  pounds  per  square  inch), 
the  last  being  used  for  torpedo  charging. 

The  new  phmt  also  required  a  complete  coal  and  ash  handling 
system.  Coal  is  handled  from  barges  either  to  ground  storage  or 
direct  to  the  bunkers  in  the  power  house,  and  is  also  reclaimed  from 
ground  storage  to  the  bunkers. 

Suhinariiie  base,  New  London,  Conn. — Plans  were  made  early  in 
1917  for  the  development  of  the  submarine  base  at  New  London,  and 
these  naturally  contemplated  the  provision  of  a  central  power  plant. 
It  was  found  that  there  was  an  existing  coal  shed,  not  utilized  in  the 
new  scheme  of  development,  w^hich  had  a  heavy  concrete  floor  on 
pile  foundations  and  was  located  in  an  advantageous  position  for  the 
required  plant.  A  new  superstructure  was  therefore  designed  for 
installation  on  the  old  foundation,  the  latter  being  of  such  size  that 
it  Avas  found  possible  to  add  a  machine-shop  building.  The  power 
plant  was  provided  with  three  1,875-kilovolt-ampere  turbo-genera- 
tors, furnishing  3-phase,  60-cycle  electrical  energy  at  2,300  volts,  and 
also  three  823-horsepower  water-tube  boilers,  superheaters,  oil-burn- 


268  XAVY  ACTIVITIES   BUREAU   OF   YARDS   AXD   DOCKS. 

ing  equipment,  air  compressors,  condensers,  pumps,  tanks,  heaters, 
a  switchboard,  and  other  necessar}'  auxiliaries.  This  project  also 
included  the  installation  of  large  reinforced-concrete  storage  tanks 
for  fuel  oil  required  for  the  operation  of  the  power-plant  boilers,  as 
well  as  tanks  of  similar  character  for  the  storage  of  Diesel  oil,  heaters, 
and  a  piping  sj'stem  for  handling  these  oils  between  the  storage  tanks, 
the  power  plant,  and  the  different  piers  at  which  the  submarines  are 
berthed. 

Special  high-pressure  air  compressors  were  installed  for  torpedo 
charging.  These  machines  have  a  capacity  of  50  cubic  feet  of  com- 
pressed air  per  hour  at  a  pressure  of  3,500  pounds  per  square  inch. 
A  later  contract  included  complete  distributing  sj^stems  for  fresh 
water,  salt  water,  air,  fuel  oil,  Diesel  oil,  hot  water,  and  electricity 
from  the  power  plant  to  the  various  buildings,  shops,  and  piers. 

Part  of  the  distributing  system  for  furnishing  heat  to  certain 
buildings  was  required  well  in  advance  of  the  design  of  the  per- 
manent S3^stem.  Pipe  lines  for  the  purpose  were  therefore  installed 
above  ground  and  supported  by  poles. 

Naval  Aircraft  Factory^  Philadeljjhia. — The  establishment  of  this 
factory  in  the  Philadelphia  Navy  Yard  and  its  location  in  the  unde- 
veloped section  at  a  considerable  distance  from  the  new  central 
poAver  plant,  together  with  the  comparatively  large  amount  of  steam 
required  by  it  for  heating  and  industrial  purposes  led  to  the  deci- 
sion to  construct  an  independent  boiler  plant  to  serve  the  needs  of  the 
project.  This  plant  contains  six  water-tube  boilers  having  a  total 
rated  capacity  of  4,328  boiler  horsepower.  It  was  designed  for  oper- 
ation at  a  pressure  of  200  pounds  per  square  inch  with  no  superheat, 
as  no  prime  movers  are  installed — the  steam  generated  being  used 
only  for  heating  and  process  work.  The  boilers  are  equipped  with 
imderfeed  stokers,  forced-draft  fans,  and  a  radial  brick  stack,  all 
of  which  adjuncts  enable  the  equipment  to  be  operated  at  200  per  cent 
of  its  rating  when  necessary. 

The  plant  contains  the  usual  auxiliaries,  such  as  heaters,  tanks, 
pumps,  meters,  etc.,  together  with  a  complete  coal  and  ash  handling 
system,  comprising  overhead  coal  bunker,  track  hopper,  crusher, 
bucket  conveyer,  ash  cars,  and  conveyer  for  ashes  discharging  into 
an  outside  reinforced-concrete  ash-storage  tank. 

Electrical  energy  for  lighting  and  power  requirements  in  the  air- 
craft factory  could  not  be  supplied  by  the  old  central  power  plant 
of  the  yard,  and  the  new  power  plant  under  construction  would  not 
be  in  a  position  to  furnish  such  energy  in  time  to  meet  the  demand. 
Arrangements  were  therefore  made  for  the  construction  of  a  13,000- 
volt  transmission  line  from  the  nearest  high-tension  feeder  of  the 
Philadelphia  Electric  Co.,  and  a  brick  building  was  constructed  to 
serve  as  a  substation,  the  voltage  beiuL'"  transformed  to  2.300  for  dis- 


WAR  ACTIVITIES  OF   BUREAU   OF   YAEDS   AND   DOCKS.  269 


View  in  engine  room  of  power  plant  at  Submarine  Base,  New  London,  Conn.,  sliowinj 

mechanical  equipment. 


Elevated  and  underground  distributing  systems,  Submarine  Base.  New  London,  Conn. 


270  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

tribution  throughout  the  various  buildinirs  of  the  factory.  Intercon- 
nection was  also  made  to  the  switchboard  of  the  central  power  plant, 
in  order  to  provide  breakdown  service  in  the  event  of  accident  to  the 
yard's  generating  apparatus.  At  a  later  date,  when  the  new  central 
power  plant  was  placed  in  operation,  the  amount  of  energy  purchased 
from  the  public  utility  company  was  gradually  decreased,  until  all 
of  the  current  required  by  the  aircraft  activities  was  supplied  by 
the  yard  plant ;  but  the  connection  with  the  outside  source  of  supply 
was  maintained  as  a  breakdown  service. 

Navy  yard,  New  York. — At  this  yard,  additions  were  first  made  to 
the  engine  room,  which  necessitated  no  extension  to  the  building 
proper,  and  an  800-cubic-foot-per-minute  turbo  air  compressor  was 
installed  on  a  structural-steel  foundation  in  available  space.  A 
2,500-kilovolt-ampere  turbo-alternator  was  placed  in  the  space  for- 
merh'  occupied  b}'  a  500-kilowatt  vertical  generator,  which  was  trans- 
ferred elsewhere. 

The  turbo-compressor  was  designed  for  operation  with  either  high- 
pressure  steam,  exhaust  steam,  or  both  high  and  low  pressure  steam 
at  the  same  time.  This  compressor  required  the  installation  of  cer- 
tain auxiliaries — a  4,800-square-foot  surface  condenser  with  its  ac- 
companying circulating,  condensate,  and  air  pumps,  and  a  2,000- 
square-foot  aftercooler. 

The  2,500-kilovolt-ampere  turbo-alternator  installation  required  a 
6,000-square-foot  surface  condenser  w^ith  condensate  and  air  pumps, 
and  both  units  required  extensive  changes  in  the  piping  system. 

The  addition  of  these  prime  movers  and  the  installation  of  new 
buildings  in  the  yard  required  an  increase  in  the  boiler-room  equip- 
ment. No  additional  space  was  available  in  the  boiler  room,  and  it 
was  therefore  found  necessary  to  construct  an  addition  to  the  build- 
ing to  contain  four  COO-horsepower  water-tube  boilers  operated  at  a 
pressure  of  200  pounds  and  equipped  with  underfeed  stokers,  over- 
head coal  bunker,  coal  and  ash  handling  equipment,  forced-draft  fan, 
flue,  new  stack,  piping,  meters,  and  gauges. 

On  account  of  the  importance  of  continuity  of  electrical  service  at 
this  yard,  it  was  considered  desirable  to  install  an  auxiliary  connec- 
tion with  the  public  utility  supply.  A  temporar}^  substation  build- 
ing was  constructed  several  hundred  feet  from  the  poAver  plant,  and 
two  2,500-kilovolt-ampere  frequenc3'^-changers,  transformers,  and  a 
switchboard  were  installed  therein,  with  underground  cables  from 
the  power  company's  plant  and  to  the  main  switchboard  in  the  yard 
power  plant.  As  noted  in  the  case  of  the  emergency  electrical  con- 
nection at  the  Washington  navy  yard,  the  characteristics  of  the 
current  generated  by  the  outside  company  were  different  from  those 
of  the  yard  supply,  so  that  frequency-changers  were  necessary  in  the 


WAE   ACTIVITIES   OF   BUEEAU    OF   YARDB  AND   DOCKS.  271 

conversion  of  6,600-volt,  3-phase,  25-cycle  Edison  current  to  2,300- 
volt,  3-phase,  60-cycle  yard  current. 

Naval  Academy. — At  the  Naval  Academy,  Annapolis,  the  increase 
in  the  number  of  midshipmen,  the  extension  of  Bancroft  Hall,  and 
the  construction  of  new  buildings  necessitated  a  considerable  enlarge- 
ment of  the  power  plant,  which  furnished  light,  heat,  and  power 
throughout  the  Naval  Academy  reservation  as  well  as  to  the  hospi- 
tal and  Marine  barracks.  Additional  power-plant  units  which  were 
added  at  first  did  not  require  an  extension  to  the  building.  This 
equipment  consisted  of  two  turbo-generators^— one  T50-kilowatt  direct- 
current  dynamo  to  furnish  electrical  energy  to  the  Naval  Academy 
proper,  and  one  125-kilovolt-ampere  alternating-current  generator 
to  furnish  additional  energy  to  meet  the  increasing  needs  of  the 
hospital.  These  generators  were  installed  on  structural-steel  founda- 
tions, and  were  provided  with  jet  condensers,  pumps,  heaters,  tanks, 
and  other  auxiliaries.  Considerable  additions  were  also  made  to  the 
main  switchboard  to  provide  for  the  increased  demands. 

In  the  boiler  room  only  one  additional  400-horsepower  water- 
tube  boiler  was  installed,  owing  to  space  conditions.  The  capacity 
of  the  old  boilers  was  greatly  increased,  however,  by  the  replacement 
of  an  old  type  of  stoker  equipment  under  the  seven  existing  400- 
horsepower  boilers  with  new  and  modern  stokers  of  the  forced-draft 
underfeed  type,  permitting  the  operation  of  the  boilers  at  consid- 
erable overloads.  This  increase  in  boiler  output  was  greater  than 
the  capacity  of  the  stack  could  handle,  so  that  duplicate  turbine- 
driven  induced-draft  fans  were  installed  to  augment  the  chimney 
uptake. 

At  a  subsequent  date,  when  additional  academy  buildings  were 
to  be  constructed,  it  was  found  necessary  to  increase  further  the 
boiler  capacity.  This  was  accomplished  by  an  extension  to  the 
boiler  rooni  and  the  installation  of  three  400-horsepower  water-tube 
boilers  with  underfeed  stokers,  a  new  stack,  and  other  auxiliaries. 

All  of  these  changes  necessitated  extensive  changes  in  the  piping, 
the  addition  of  minor  equipment,  a  new  ash-handling  system,  and  a 
considerable  increase  in  the  outside  distributing  systems  for  light, 
heat,  and  power. 

Boston. — Power-plant  improvements  at  the  navy  yard,  Boston, 
Mass.,  consisted  in  general  of  a  new  generating  unit  of  a  capacity  of 
3,750  kilovolt  amperes,  with  surface  condenser  and  circulating,  con- 
densate, and  air  pumps ;  four  600-horsepower  water-tube  boilers  with 
underfeed  stokers  capable  of  operating  the  boilers  at  300  per  cent 
of  rating  in  case  of  necessity;  and  two  2,500-cubic-foot-per-minute 
and  one  5,600-cubic-foot-per-minute  air  compressors  of  the  recipro- 
cating type;  with  condensers  and  auxiliary  pumps.     The  installa- 

37022—21 18 


272  WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 


750-kilowatt  turbo-generator  as  installed  in  Naval  AcacU'my  power  plant,  Annapolis,  Md. 


lieriproraiiu^;  air  compressor  ((;.r,(Hi  .  niu.    ii ct  per  minute)  in  power  plant,  Navy  Yard, 

Norfolk,  Va. 


WAR    ACTIVITIES    OF    BUEEAU    OF    YARDS   AND    DOCKS.  273 

tion  of  the  air  compressors  required  an  extension  of  the  engine  room, 
but  all  other  equipment  was  installed  within  the  existing  building. 

Minor  improvements  were  also  effected  to  improve  the  operating 
conditions,  such  as  a  revision  of  the  main  switchboard  controlling 
the  generating  apparatus  and  the  outgoing  feeders,  the  installation 
of  a  steam- jet  system  for  conveying  ashes  from  boiler  pits  to  an 
elevated  tank  outside  the  boiler  room,  and  the  provision  of  new 
coal  weighers  of  the  traveling  larry  type  which  receive  coal  from 
the  overhead  bunker,  measure  and  record  its  weight,  and  discharge 
it  into  the  individual  hoppers  located  over  the  stokers  of  the  several 
boilers. 

Mare  Island. — The  two  main  navy  yards  on  the  Pacific  coast — 
Mare  Island,  Calif.,  and  Puget  Sound,  Wash. — as  well  as  the  naval 
station  at  Pearl  Harbor,  Honolulu,  operate  their  boiler  plants  with 
fuel  oil  instead  of  coal.  During  the  war  the  power-plant  facilities 
of  these  yards  were  not  increased  to  the  same  extent  as  those  of  the 
eastern  yards. 

At  Mare  Island  a  3,T50-kilovolt-ampere  turbo-generator  and  an 
8,000-cubic-foot-per-minute  air  compressor  were  installed,  together 
with  surface  condensers,  circulating  pumps,  condensate  pumps,  air 
pumps,  and  an  aftercooler.  By  moving  one  of  the  old  air  compres- 
sors of  small  capacity,  it  was  possible  to  install  this  equipment  in 
the  existing  engine  room.  At  a  later  date  a  o.OOO-kilovolt-ampere 
turbo-generator  and  auxiliaries  were  purchased,  and  a  1,000-horse- 
power  water-tube  boiler  was  transferred  from  the  contemplated 
nitrate  plant  at  Indianhead.  Md..  but  the  actual  installation  of 
these  units  was  not  effected  until  after  the  signing  of  the  armistice. 

To  increase  the  direct-current  facilities  in  the  plant,  two  old,  worn- 
out,  engine-driven  current  generators  were  removed  and  in  their 
place  were  installed  two  motor-generator  sets  and  a  controlling 
switchboard. 

Pvf/et  Sound. — The  boiler  capacity  at  the  navy  yard,  Puget  Sound. 
Wash.,  was  increased  by  the  addition  of  two  600-horsepower  water- 
tube  i3oilers  with  su]:)erheaters,  soot  blowers,  and  oil-burning  equip- 
ment :  and  the  engine  room  had  added  to  its  equipment  a  3,700- 
kilo volt-ampere  turbo-generator  with  surface  condenser,  pumps  (cir- 
culating, air,  and  condensate),  piping,  heaters,  and  foundations. 

To  supplement  the  electrical  energy  as  required,  this  yard  pur- 
chases a  considerable  amount  of  current,  hydraulically  generated, 
from  the  public  utility  company  at  very  advantageous  rates. 

Pearl  Ilarhor. — Xew  equipment  which  has  been  purchased  for  in- 
stallation in  the  central  power  plant  at  the  naval  station,  Pearl 
Harbor,  consists  of  a  2.500-kilovolt-ampere  turbo-generator  and  a 
3,000-cubic-foot-per-minute  reciprocating  air  compressor  with  sur- 


274  WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 

face  condensing  apparatus,  including  circulating,  condensate,  and 
air  pumps,  an  al'tercooler,  heaters,  piping,  foundations,  etc.  In  the 
boiler  room  the  capacity  was  increased  by  two  600-horsepower  water- 
tube  boilers  with  superheaters,  soot  blowers,  and  oil-burning  equip- 
ment. All  of  the  above-mentioned  equipment  was  purchased  dur- 
ing the  war,  but  had  not  been  completely  installed  before  the  armi- 
stice was  signed. 

Xew  Orleans. — A  new  power  plant  was  constructed  at  the  New 
Orleans  naval  station  to  meet  the  increasing  demands  for  light, 
heat,  and  power.  A  Iniilding  and  stack  had  been  built  several  j-ears 
previously  for  the  purpose  of  providing  an  adequate  central  power 
plant,  but  it  had  never  been  used  and  contained  no  equipment. 
Apparatus  was  therefore  purchased  for  this  building,  consisting 
of  two  625-kilovolt-ampere  turbo-generators,  one  2,500  and  two  500 
cubic-foot-per-minute  air  compressors,  jet  condensing  apparatus, 
aftercooler,  pumps,  heaters,  boilers,  oil-burning  equipment,  tanks, 
meters,  switchboard,  engine-room  crane,  etc.  It  was  also  found 
feasible  to  transfer  four  of  the  water-tube  boilers  from  the  old  power 
plant,  and  these  four  were  combined  into  two  units  and  reinstalled. 

This  plant  is  arranged  for  burning  fuel  oil,  and  operates  con- 
densing with  circulating  water  obtained  from  the  Mississippi  River. 
In  order  to  avoid  any  interference  with  the  levee  on  account  of  the 
installation  of  large  pipes,  a  pump  house  containing  motor-driven 
centrifugal  jDumps  was  constructed  in  the  river.  The  discharge  line 
from  the  pumps  was  carried  up  over  the  levee  and  thence  along  the 
ground  to  a  reservoir  adjacent  to  the  power  house,  whence  water  is 
obtained  for  the  jet  condensers  of  the  prime  movers. 

Pensacola. — The  power  plant  at  the  naval  air  station,  Pensacola, 
Fla.,  was  modernized,  increased  in  capacity,  and  converted  from  a 
direct-current  generating  plant  containing  small  and  inelTicient  ap- 
paratus to  an  alternating-current  station  with  modern  turl)o-gener- 
ators  and  auxiliaries.  On  account  of  the  limited  appropriation 
available  for  the  contemplated  improvements,  it  was  thought  at  first 
that  these  would  have  to  be  curtailed;  but  iuA'estigation  disclosed 
that  there  were  available  for  transfer  a  500-kilowatt  turbo-generator, 
with  surface  condenser  and  auxiliary  pumps,  and  a  hydraulic  accu- 
mulator at  the  navy  yard.  New  York;  a  750-kilowatt  turbo-generator 
at  the  plant  of  the  American  Radiator  Co.,  Bayonne,  N.  J.,  which 
u-as  the  property  of  the  Bureau  of  Ordnance ;  and  a  surface  condenser 
at  the  navy  3'ard,  Norfolk,  Va.  All  of  this  apparatus  was  obtained 
without  charge,  and  was  transferred  and  installed  in  the  central 
power  plant  at  Pensacola. 

Other  improvements  effected  were  the  relocation  of  a  300  and  a 
GOO  cubic-foot-per-minute  air  compressor,  and  the  installation  of 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  275 


Boiler  installation  at  power  plant.  Navy  Yard.  Mare  Island,  Calif. 


P.ciilei-  installation  at  po 


wtr  plant.  Xav.v  Yard.   l'in;t't   S.nind.  Wasli. 


276  WAR   ACTIVITIES   0¥   BUREAU    OF   YARDS   AND   DOCKS. 


Turbo-alternator  in  power  plant.  Navy  Yard,  Tugct  So'uud,  Wash. 


7,500-kilovoU-ampere    turbo-generator   in    power   plant   at   Naval   Proving   Ground    and 
Smokeless-Powder  Factory,  Indianhcad,  Md. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  277 

condensers,  pumps,  foundations,  piping,  feed-water  heaters,  tanks, 
meters,  etc. 

Upon  approval  by  the  Secretary  of  the  Navy,  permission  was 
granted  the  local  street  railway  company  to  install  rotary  converters 
at  the  naval  station,  Auliich  changed  alternating  current  from  the 
railway  company's  feeder  into  direct  current  for  trolley  operation, 
thus  materially  improving  the  street  car  service  to  the  station  during 
the  morning  and  evening  rush  hours. 

Indianhead,  Md. — Probably  no  other  plant  required  a  more  rapid 
expansion  of  power  generating  equipment  on  account  of  the  war 
than  that  of  the  naval  proving  ground  and  powder  factory  at  Indian- 
head,  Md.  Before  the  war,  demands  w^ere  met  by  three  625-kilovolt- 
ampere  turbo-generators  in  the  central  power  plant.  To  meet  war 
requirements  there  were  added  in  rapid  succession  a  1,875-kilovolt- 
ampere  turbo-generator  obtained  by  commandeering,  the  unit  hav- 
ing been  intended  for  the  city  of  Richmond,  Va. ;  a  3,750-kilovolt- 
ampere  unit  purchased  from  the  Penn  Seaboard  Steel  Corporation, 
which  they  were  prevailed  upon  to  release  hj  a  special  arrange- 
ment negotiated  through  the  War  Industries  Board;  and  finally  a 
7,500-kilovolt-ampere  turbo-generator.  This  expansion  involved  an 
increase  of  over  600  per  cent  in  generating  capacity.  The  7,500- 
kilovolt-ampere  unit  is  the  largest  installed  in  any  navy  yard  power 
plant. 

It  was,  of  course,  necessary  to  extend  the  engine  room,  not  only 
for  the  turbo-generator  additions  above  mentioned,  but  also  for  new 
air  compressors,  operated  both  by  steam  and  synchronous  motor 
power. 

All  of  these  prime  movers  naturally  required  a  large  increase  in 
the  amount  of  steam  available,  and  two  600-horsepower  water-tube 
boilers  with  superheaters,  stokers,  soot  blowers,  and  other  auxiliaries, 
were  added  in  an  extension  to  the  boiler  room.  Subsequently  four 
1,000-horsepower  boilers  were  installed  to  replace  smaller  boilers, 
and  the  boiler  room  again  had  to  be  enlarged.  Other  improvements 
consisted  of  an  additional  cooling  tower,  a  large  spray  pond  for 
cooling  the  condensing  water  required  by  the  larger  turbines,  two 
new  radial  brick  chimneys,  jet  condensers,  pumps,  heaters,  tanks, 
piping,  rotary  converters,  exciters,  and  a  new  switchboard. 


CHAPTER  XII. 
PUBLIC  WORKS  AT  ORDNANCE  STATIONS. 


The  immediate  necessity  accompanying  a  state  of  "v\'ar  is  the  assur- 
ance of  adequate  and  suitable  weapons.  At  such  a  time  matters 
related  to  ordnance  are  of  primary  importance,  both  for  defense 
and  aggression.  When  American  participation  in  the  World  War 
became  inevitable,  the  Bureau  of  Ordnance  surveyed  existing  estab- 
lishments and  took  such  steps  toward  the  extension  of  ordnance 
facilities  as  availabilitj^  of  resources  would  permit. 

The  increased  demand  for  ordnance  equipment  and  supplies  of 
all  natures  created  by  the  enlargement  of  the  Navy  and  its  entry 
into  a  belligerent  status,  together  with  the  arming  of  merchant  ves- 
sels and  transports,  necessitated  the  extension  of  existing  facilities 
and  the  construction  of  new  buildings  for  the  manufacture,  as- 
sembly, storage,  and  issue  of  such  materials.  With  the  tremendously 
expanded  scope  of  the  industrial  activities  at  ordnance  stations  it 
became  necessary  to  construct  or  expand  the  accessory  facilities, 
including  railroad  systems,  water  supplies,  and  water-front  and 
handling  facilities,  and  to  provide  housing  for  increased  personnel. 

Before  the  American  entry  into  the  war  the  Bureau  of  Ordnance 
was  manufacturing  guns  of  various  sizes,  torpedoes,  mines,  and 
other  ordnance  equipment,  and  had  contracts  for  the  manufacture  of 
quantities  of  ammunition.  In  the  earliest  stages  of  the  war  the  de- 
livery of  these  supplies  and  equipment  for  assembly,  storage,  and 
issue  made  mandatory  the  most  rapid  possible  expansion  of  the 
ordnance  stations.  Also,  the  production  program  outlined  by  the 
Bureau  of  Ordnance  required  the  utmost  speed  in  the  construction 
of  public  works  at  the  naval  gun  factory  and  the  other  manufac- 
turing plants  operated  by  the  Navy. 

Most  of  the  ordnance  stations  are  remotely  located,  because  of  the 
very  nature  of  the  activities  carried  on,  and  a  large  proportion  of 
the  personnel  consists  of  trained  and  experienced  workers.  Hence 
the  provision  of  housing  facilities  within  the  confines  of  the  stations 
themselves,  without  dependence  upon  the  surrounding  regions,  is 
essential,  and  it  was  necessary  to  construct  additional  quarters  for 
the  greatly  increased  number  of  officers  and  enlisted  and  civilian 
workers  assigned  to  or  procured  for  such  duties.     The  state  of  war 

279 


280  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   A:ND   DOCKS. 

necessitated  the  assignment  of  an  adequate  marine  guard  to  each 
station,  especially  in  view  of  the  hazardous  nature  of  the  materials 
to  be  handled.  The  marine  guards  at  ordnance  stations  were  placed 
under  the  administrative  jurisdiction  of  the  inspectors  of  ordnance 
in  charge,  so  that  barracks  for  the  guards  were  constructed  or 
enlarged. 

AMMUNITION  DEPOTS. 

Major  ammunition  depots  are  located  in  the  general  vicinity  of 
the  naval  bases.  The  elements  entering  into  the  assembly  of  am- 
munition are  shipped  in  bulk  to  these  depots,  where  they  are  assem- 
l)led  and  loaded  and  made  ready  for  issue.  Other  depots  provide 
facilities  for  the  storage  of  the  bulk  materials  and  loaded  or  as- 
sembled ammunition. 

The  raw  materials  for  the  ammunition  details  when  they  are 
received  at  the  ammunition  depots  must  be  stored  separately  and 
u.nder  various  conditions  requiring  a  variety  of  storehouses.  Build- 
ings of  various  characteristics  are  also  required  for  loading  the  fuses 
and  primers,  for  filling  the  shells,  for  sewing  and  filling  the  powder 
bags,  and  for  other  purposes  connected  with  the  assembling  of  am- 
munition. After  the  ammunition  or  ammunition  parts  are  assem- 
bled, provision  must  be  made  for  storage  and  issue  to  ships. 

The  major  ammunition  depots,  at  which  facilities  exist  for  the 
conversion  of  the  raw  materials  into  loaded  and  assembled  ammu- 
nition, are  located  at  Hingham,  Mass. ;  lona  Island,  N.  Y. ;  Fort  Mif- 
flin, Pa. ;  St.  Juliens  Creek,  Va. ;  Puget  Sound,  Wash. ;  Mare  Island, 
Calif.;  and  Kuahua,  Hawaii.  In  addition  to  these,  there  are  minor 
ammunition  depots  which  provide  for  the  storage  of  the  bulk  mate- 
rials and  the  storage  and  issue  of  assembled  ammunition,  situated  at 
New  London,  Conn. ;  Fort  Lafayette,  N.  Y. ;  Lake  Denmark,  N.  J. ; 
Charleston,  S.  C. ;  Olongapo,  P.  I. ;  and  Cavite,  P.  I.  There  are  also 
located  within  various  naval  stations  facilities  for  the  storage  and 
issue  of  ammunition,  as  at  New  Orleans,  La.  Necessarily,  the  great- 
est expansion  during  the  war  occurred  in  the  depots  located  on  the 
Atlantic  coast. 

The  considerations  governing  the  design  of  buildings  for  like  pur- 
poses were  essentially  identical  for  all  depots,  and  the  greatest  pos- 
sible expedition  of  construction  was  necessary.  The  development  of 
standard  designs  for  various  structures  was  therefore  considered  ex- 
tremely advantageous,  and  good  results  Avere  effected  along  this  line. 
Besides  the  buildings  of  standard  designs,  which  were  applicable  to 
a  number  of  stations,  there  were,  of  course,  buildings  constructed  to 
fulfill  local  conditions  and  purposes  peculiar  to  one  station.  It  is 
believed  that  the  tremendously  augmented  facilities  at  ammunition 


WAR   ACTIVITIES   OF   BUEEAU    OF   YAEDS   AI^D  DOCKS.  281 

depots  may  be  best  illustrated  by  a  discussion  of  the  two  classes  thus 
demarked. 

The  standard  design  which  was  applied  to  the  greatest  number  of 
projects  was  that  of  a  building  for  the  storage  of  powder,  shells,  or 
fixed  ammunition.  The  essential  requirements  in  this  case  were  ease 
of  handling,  protection  against  high  temperatures,  sparkless  floor 
construction,  and  resistance  against  exterior  disturbances,  such  as 
flying  sparks.  The  designed  superimposed  floor  loads,  adopted  after 
consultation  with  the  Bureau  of  Ordnance,  were  750  pounds  per 
square  foot  for  magazine  buildings  and  2.000  pounds  per  square  foot 
for  shell  houses  and  fixed-ammunition  storehouses. 

The  buildings  are  one  story  in  height,  owing  to  the  comparatively 
large  floor  loads,  requiring  floors  to  be  laid  on  the  ground.  In  some 
instances  pile  foundations  and  reinforced  concrete  floors  were  neces- 
sary, but  the  design  of  the  buildings  above  the  floor  level  is  identical 
in  any  case.  A  standard  width  of  50  feet  was  adopted,  with  a  height 
of  14  feet  from  the  floor  to  the  underside  of  the  roof  framing,  and 
the  lengths  vary  up  to  250  feet  by  the  addition  of  typical  interior 
bays.  The  standard  construction  consists  of  terra-cotta  hollow-tile 
walls,  stuccoed  on  the  outside,  steel  columns,  steel  roof  trusses  span- 
ning the  entire  width  of  the  building,  asbestos  shingle  roofing  on 
wood  sheathing,  and  steel  doors  opening  on  a  loading  platform  which 
extends  the  full  length  of  the  building  and  is  served  by  a  depressed 
railroad  track.  No  windows  are  used  in  this  design.  Two  types  of 
floors  were  installed  in  various  instances  to  obviate  the  danger  of 
sparks  being  struck  by  the  wheels  of  the  hand  trucks.  Either  an 
asphalt  mastic  floor  or  a  blind-nailed  maple  floor  on  sleepers,  above 
the  concrete  slab  was  adopted  toward  this  end.  and  the  relative 
economy  of  the  types  depended  upon  local  conditions. 

It  was  essential  that  the  contents  of  the  building  be  protected 
against  high  temperatures  caused  by  the  heat  of  the  sun.  Induction 
ventilators  in  the  roof  were  installed  in  alternate  baj'S,  and,  for  sit- 
uations having  climatic  conditions  equivalent  to  those  which  exist 
on  the  Atlantic  coast  south  of  Hampton  Eoads,  a  ceiling  was  sus- 
pended from  the  lower  chords  of  the  roof  trusses,  with  vents  into  the 
air  space  under  the  roof.  It  has  been  observed  that  the  temperature 
inside  these  buildings  during  the  heat  of  the  day  is  considerably 
less  than  that  outside.  A  lightning-protection  system  was  installed 
in  connection  with  each  building.  More  than  100  buildings  follow- 
ing this  standard  design  were  constructed  at  various  depots. 

A  standard  magazine  storehouse  was  developed  for  the  storage  of 
ammunition  details  and  miscellaneous  materials.  These  buildings 
are  constructed  of  the  same  general  materials  as  the  standard  maga- 
zines, but  are  two  stories  in  height,  because  of  the  lighter  floor  loads. 
They  are  provided  with  elevators  between  the  two  floors  and  have 


282  W.VP.  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

windoAvs  and  heating  and  electric  lighting  systems,  since  work  is  to 
be  carried  on  in  them.  Buildings  of  this  design  were  constructed 
at  four  stations. 

Black  powder,  guncotton,  and  other  particularly  hazardous  mate- 
rials are  stored  underground  for  reasons  of  protection,  isolation,  and 
equality  of  temperature.  For  such  storage  subsurface  magazines  of 
several  sizes,  but  of  identical  constructional  characteristics,  were 
designed.  The  subsurface  magazines  have  reinforced  concrete  walls, 
floors,  and  roofs,  and  are  built  in  sidehills.  A  steel  door  affords  en- 
trance into  each  building,  faced  with  concrete  wing  walls  where 
necessary. 

Consideration  was  at  first  given  to  constructing  the  roof  of  each 
subsurface  magazine  in  a  very  heaA^y  manner,  to  confine  a  possible 
explosion.  It  was  concluded,  however,  that  such  a  construction 
might  subject  surrounding  property  to  damage  from  flying  pieces  of 
concrete,  and  that  it  would  probably  be  impracticable  to  construct  a 
roof  strong  enough  to  confine  the  explosion  entirely.  The  roof  is, 
therefore,  covered  with  about  3  feet  of  fill,  and  is  designed  strong 
enough  merely  to  support  the  fill  and  any  superimposed  load  on  the 
ground,  on  the  theory  that  an  explosion  will  follow  the  lines  of 
least  resistence  and  will  probably  blow  out  the  door  and  break  the 
roof  into  small  parts.  Subsurface  magazines  have  been  built  at 
most  of  the  ammunition  dejiots. 

Designs  were  standardized  for  a  number  of  other  buildings  in 
addition  to  the  above,  and  the  preparation  of  estimates,  plans,  and 
specifications  was  considerably  expedited  thereby. 

Only  a  portion  of  the  work,  however,  which  was  performed  at 
ammunition  depots  as  a  part  of  the  war  program  permitted  stand- 
ardization. The  opposite  condition  prevailed  in  connection  with 
water-front  improvements,  office  buildings,  quarters,  central  power, 
lighting,  and  heating  systems,  railroads,  etc. 

The  railroad  systems  serving  several  of  the  depots  w^ere  exten- 
sively augmented  by  additional  track,  and  the  water  approaches  in 
certain  instances  were  deepened  and  widened  to  allow  access  to  larger 
ships,  in  order  to  permit  the  issue  of  ammunition  to  vessels  without 
rehandling.  New  piers  and  other  water-front  improvements  were 
also  constructed  to  increase  berthing  space  for  ships  and  lighters 
receiving  or  discharging  ammunition. 

At  ammunition  depots,  where  immense  quantities  of  very  hazard- 
ous materials  are  stored,  the  matter  of  fire  protection  is  a  serious  and, 
in  fact,  critical  item.  At  the  outbreak  of  the  war  several  of  the 
depots  which  were  to  be  greatly  expanded  were  almost  entirely  devoid 
of  proper  fire  protection,  and  several  extensive  systems  had  to  be 
constructed,  notaljly  at  Ilingham,  ]\Iass.;  Lake  Denmark,  N.  J.;  Fort 


WAR  ACTIVITIES  OF   BUEEAU   OF   YARDS   AND   DOCKS.  283 

Lafayette,  N.  Y.;  St.  Julians  Creek,  Va.;  Fort  Mifflin,  Pa.;  and 
Charleston,  S.  C.  It  was  usually  possible  to  procure  a  fresh  water 
supply  from  near-by  municipal  or  navy-yard  systems,  but,  in  the 
cases  of  St.  Juliens  Creek  and  Charleston,  salt  water  is  used.  In 
two  instances  it  was  necessary  to  develop  new  water  supplies  for  fire 
protection. 

Permanent  barracks  for  the  Marine  guards  were  built  at  all  of 
the  larger  depots,  including  Hingham,  Lake  Denmark,  and  Fort 
Mifflin,  in  pursuance  of  the  adopted  policy  of  designating  the  Marine 
guards  at  such  stations  as  units  under  the  administration  of  the  com- 
manding officer  of  the  depot. 

In  addition  to  projects  of  the  nature  specifically  mentioned,  mis- 
cellaneous construction  of  various  descriptions  was  necessitated  by 
the  expansion  of  ammunition  depots  occasioned  by  the  ordnance  pro- 
gram for  the  war.  The  funds  expended  on  public  works  at  such 
depots  to  keep  pace  with  this  program  aggregated  $11,000,000. 

TORPEDO  STATIONS. 

In  spite  of  the  fact  that  the  use  of  the  torpedo  by  the  American 
Navy  during  the  war  was  restricted  by  lack  of  opportunity,  its  use 
by  the  enemy  demonstrated  its  merits  as  a  potent  weapon. 

During  the  years  preceding  the  war,  the  Bureau  of  Ordnance  had 
developed  the  design  and  details  of  torpedoes  to  a  very  high  degree, 
so  that  at  the  beginning  of  the  war  plans  were  on  hand  for  the  plac- 
ing of  contracts  for  the  manufacture  of  large  numbers  of  torpedoes. 
This  condition  made  necessar}?^  the  provision  of  additional  assembly, 
overhaul,  and  storage  facilities. 

Torpedo  activities  of  the  Navy  are  centered  at  the  naval  torpedo 
station,  Newport,  R.  I.,  where  the  repair,  overhaul,  issue,  and  prov- 
ing of  torj^edoes  are  performed  and  where  the  larger  part  of  the 
reserve  supply  is  stored.  Experimental  and  development  work  and 
the  training  of  torpedo  officers  is  also  carried  on  at  Newport.  The 
plant  at  this  point  was  largely  increased  during  the  war  to  increase 
production  and  to  provide  additional  facilities  for  the  handling  and 
storage  of  spare  parts  and  reserve  supplies.  All  of  the  space  avail- 
able on  Goat  Island,  the  main  torpedo  station,  and  on  Rose  Island, 
intended  for  the  storage  of  explosives,  was  early  filled  with  new 
structures,  and  it  became  necessary  to  extend  the  development  of  the 
station  to  Gould  Island.  Altogether,  the  additional  construction 
at  Newport  completed  or  initiated  during  the  war  entailed  an  ex- 
penditure of  over  $1,500,000. 

The  old  power  plant  on  Goat  Island  was  entirely  inadequate  for 
the  increased  demands.     A  new  power  plant  was  therefore  built 


284  WAK  ACTIVITIES    OF   BUREAU   OF   YARDS   AND   DOCKS. 

ill  the  industrial  area,  at  a  cost  of  $800,000.  (See  chapter  ''  Power 
plants.-') 

Quarters  for  seaman  gunners,  with  dormitoiy  and  classi-oom  facili- 
ties, were  built  to  care  for  the  large  classes  to  be  trained  at  Newport, 
and  barracks  were  constructed  to  provide  for  an  increase  in  the 
marine  guard. 

Considerable  alterations  Avere  performed  in  connection  with  the 
existing  buildings  on  Goat  Island.  N-ew  buildings,  including  a  boat- 
house  and  miscellaneous  storage  buildings,  were  constructed  in  prac- 
tically every  available  space  on  the  island,  until  the  facilities  there 
comprised  a  well-arranged  and  self-contained  industrial  establish- 
ment, with  all  facilities  for  the  care  and  development  of  torpedoes. 

The  storage  for  war  heads  and  other  explosive  materials  on  Rose 
Island  was  increased  in  proportion  to  the  increased  torpedo  storage 
on  Goat  Island.  The  construction  on  Gould  Island,  effected  at  a  cost 
of  about  $180,000,  includes  a  storehouse  with  racks  for  880  tor- 
pedoes and  a  corresponding  number  of  gyros,  two  war-head  store- 
houses, office  space,  a  reinforced-concrete  pier,  a  narrow-gauge  rail- 
road system,  and  water-supply  and  fire-protection  systems.  An 
existing  house  was  converted  for  use  as  quarters  for  the  Marine  guard. 
Difficulty  in  the  construction  of  the  pier  Avas  presented  by  the  fact 
that  the  shale  bedrock  occurred  at  a  very  shalloAV  depth.  This  diffi- 
culty Avas  overcome  by  placing  riprap  around  tlie  precast  reinforced 
concrete  piles. 

It  is  satisfactory  to  note  that  the  enlargement  of  the  public-works 
facilities  and  the  increase  in  ordnance  personnel  enabled  the  au- 
thorities at  the  torpedo  station  to  keep  ahead  of  the  torpedo  program. 

At  the  beginning  of  the  Avar  the  Pacific  coast  torpedo  station.  Key- 
port,  Wash.,  Avas  ecjuipped  only  to  store,  overhaul,  and  effect  minor 
repairs  to  torpedoes.  During  the  Avar,  storage  facilities  there  Avere 
increased  by  the  construction  of  an  additional  building,  but  it  Avas 
not  necessary  to  augment  the  other  facilities. 

The  lessons  of  the  early  stages  of  the  Avar  emphasized  the  idea, 
long  existent  Avith  certain  ordnance  officers,  that  it  Avould  be  both 
economical  and  expedient  for  the  Navy  to  have  a  torpedo-assembly 
plant  Avhicli  Avould  operate  in  times  of  peace,  and  which  could  be 
transformed  to  a  Avar  basis  at  times  Avlien  hostilities  advised  the 
immediate  increase  of  production.  Sucli  a  plant  would  be  in  a 
position  to  assemble  parts  Avhich  could  be  economically  made  by 
various  manufacturers.  In  the  summer  of  1918  tlie  Secretary  of 
the  Navy  approved  the  project  for  the  construction  of  such  a  plant, 
and  a  site  on  the  Potomac  RiA-er  at  Alexandria,  Va.,  was  selected  by 
the  Bureau  of  Ordnance.  Steps  Avere  taken  to  acquire  the  property, 
and  the  Bureau  of  Yards  and  Docks  prepared  plans  for  the  plant, 
in  consultation  Avith  the  Bureau  of  Ordnance,  to  include  a  4-story 


WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS   AXD   DOCKS.  285 


Torpedo  storehouse  at  Naval  Magazine.  St.  Juliens  Creek,  Norfolk,  Va. 


Typical  torpedo  racks  and  crane  as  designed  by  the  Bureau. 


286 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AIS^D   DOCKS. 


WAK   ACTIVITIES  UE   BUREAU   OF   YAKDS   AND   DOCKS.  287 

assembly  building  300  by  240  feet,  a  2-story  storage  and  office  build- 
ing 240  by  110  feet,  a  timber  pier  and  bulkhead,  dredging,  and  other 
auxiliary  features.  The  buildings  are  of  reinforced-concrete  con- 
struction of  the  flat-slab  type,  and  are  considered  to  be  particularly 
pleasing  architecturally.  The  floors  are  designed  for  heavy  loads 
imposed  by  machines  necessary  to  the  making  of  air  flasks  and  the 
assembly  of  parts. 

The  plant  has  been  completed,  and  provides  facilities  for  the 
assembly  of  torpedoes  to  meet  the  needs  of  the  Navy.  The  total 
expenditure  for  construction  at  Alexandria  has  been  about  $1,300,000. 

The  manufacture  and  assembly  of  torpedoes  require  such  a  period 
of  time  that  it  is  essential  that  a  sufficient  number  be  on  hand  at  the 
beginning  of  hostilities  to  fulfill  immediate  needs.  The  Bureau  of 
Ordnance  has  accordingly  completed  a  number  of  torpedoes,  in 
fulfillment  of  the  war  program,  which  must  be  stored  either  ashore 
or  afloat.  New  torpedo  storehouses  were  built  during  the  war,  or 
construction  started,  at  New  London,  Conn. ;  Newport,  R.  I. ;  St. 
Juliens  Creek,  Va. ;  Hampton  Roads,  Va. ;  Charleston,  S.  C. ;  Pensa- 
cola,  Fla. ;  Coco  Solo,  Canal  Zone ;  Keyport,  Wash. ;  and  Mare  Island, 
Calif.  In  addition  to  the  new  storehouses,  racks  for  the  storage  of 
torpedoes  have  been  installed  in  existing  buildings  at  Alexandria, 
Va.,  and  Kuahua,  Hawaii. 

The  Bureau  of  Yards  and  Docks,  in  consultation  with  the  Bureau 
of  Ordnance,  has  designed  standard  torpedo  storehouses,  either  with 
or  without  overhaul  space,  and  standard  war-head  storehouses. 
Formerly  torpedoes  were  stored  on  chocks,  which  practice  tended 
toward  inconvenient  handling,  requiring  the  moving  of  a  number 
of  torpedoes  to  get  at  those  at  the  bottom  of  a  stack.  Standard  racks 
have  been  designed,  which  materially  increase  the  capacity  of  the 
storehouse  and  permit  the  handling  of  any  one  torpedo  without  dis- 
turbing others.  Methods  of  transfer  and  stowage  have  been  de- 
veloped which  minimize  time  and  labor  and  which  practically 
eliminate  manhandling. 

In  regard  to  the  provision  of  facilities  for  the  assembly  and  stor- 
age of  torpedoes  and  accessories,  the  Bureau  of  Yards  and  Docks  has 
kept  ahead  of  the  requirements  of  the  Bureau  of  Ordnance,  so  that 
the  production  program  has  been  enabled  to  proceed  without  inter- 
ference on  this  account.  A  large  factor  in  the  speed  of  construction 
is  attributable  to  the  standardization   of   design  which  has  been 

effected. 

MINE  DEPOTS. 

The  detailed  plans  formulated  by  the  Bureau  of  Ordnance  for  the 
North  Sea  barrage  contemplated  the  manufacture  and  placing  of 
about  100,000  mines,  of  a  type  especially  developed  by  the  Bureau  of 
Ordnance  for  this  purpose.    The  numerous  parts  of  the  mines  were 

37022—21 19 


288         ^^'AR  activities  of  bureau  of  yards  axd  docks. 

manufactured  by  a  number  of  firms,  and  it  Avas  decided  to  ship  the 
parts  abroad  for  assembly. 

The  larger  part  of  the  mines  were  loaded  with  their  charges  of 
T.  N.  T,  at  the  mine-filling  plant,  St.  Juliens  Creek,  Va.,  which 
was  built  during  the  early  part  of  the  war.  The  construction  of  this 
plant  was  conceived  after  the  manufacture  of  parts  had  been  started, 
and  great  speed  was  necessary  in  order  that  the  completion  of  the 
plant  should  not  hold  up  the  entire  project. 

It  was  proposed  to  build  a  plant  to  receive,  load,  and  ship  1,000 
mine  cases  per  day,  which  was  an  undertaking  entirely  without  prece- 
dent in  the  United  States.'  Its  design  was  accomplished  by  the 
Bureau  of  Ordnance  and  the  Bureau  of  Yards  and  Docks  in  consulta- 
tion. It  included  the  layout  of  an  extensive  conveyor  system  to 
handle  the  mines.  A  lump-sum  contract  was  placed  and  actual  work 
was  started  shortly  before  the  1st  of  November,  1917.  In  spite  of 
very  severe  weather  and  labor  troubles,  the  plant  was  in  an  operative 
condition  in  March,  1918,  as  soon  as  the  facilities  were  needed,  the 
project  for  the  mine  barrage  not  being  retarded  on  this  account. 
The  cost  of  construction  was  about  $500,000. 

The  group  comprising  the  mine-filling  plant  consists  of  22  build- 
ings and  a  wharf.  The  type  of  construction  in  general  was  steel 
frame  with  galvanized  metal  siding,  which  permitted  rapid  erec- 
tion. The  conveyor  system  proved  to  be  excellently  planned,  and  the 
handling  of  over  22,000,000  pounds  of  T.  N.  T.  in  the  loading  of  more 
than  73,000  mines  was  performed  without  mishap.  The  rated 
capacity  of  the  plant  was  exceeded  in  operation. 

Shortly  after  the  beginning  of  the  war,  construction  was  started 
on  a  small  mine  depot  adjacent  to  the  submarine  base,  New  London, 
Conn.  This  depot  was  completed  in  accordance  with  the  original 
intention,  namely,  to  provide  for  the  storage  of  mines  for  planting 
the  waters  in  that  vicinity. 

In  1918  the  Bureau  of  Ordnance  presented  plans  to  the  depart- 
ment for  the  establishment  of  a  large  mine  depot  on  the  Atlantic 
coast,  to  be  used  for  the  storage,  assembling,  loading,  testing,  and 
issuing  of  mines  to  meet  all  probable  future  needs.  The  project  was 
approved,  and  the  vicinity  of  Yorktown,  Va.,  was  chosen  as  the  site, 
for  military  and  other  reasons.  About  11,000  acres  of  land  for  this 
purpose  were  commandeered  by  presidential  proclamation,  under 
authority  issued  by  Congress,  and  the  preparation  of  plans  was  begun 
for  the  establishment,  which  was  designated  as  the  Na\^  Mine  Depot. 

There  has  been  completed  at  the  Navy  mine  depot  a  filling  plant 
essentially  similar  to  the  one  at  St.  Juliens  Creek,  although  of  a  more 
permanent  type  of  construction.  There  were  also  built  five  mine- 
storage  buildings,  each  100  feet  by  500  feet,  and  one  story  in  height. 
These  buildings  were  made  thoroughly  fire  resisting. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  289 

For  the  storage  of  T.  N.  T.  10  magazine  buildings  were  erected  at 
points  on  the  reservation  remote  from  each  other.  The  character  of 
the  terrain  facilitated  segregation  for  the  storage  of  explosives,  each 
building  being  located  in  a  ravine  separated  from  other  buildings  by 
high  land. 

The  inaccessibility  of  the  site,  which  is  highly  advantageous  from 
a  military  standpoint,  was  overcome  industrially  by  the  construction 
of  a  railroad  system,  about  10  miles  in  total  length,  making  connec- 
tion with  the  main  line  of  the  C.  &  O.  Railroad  near  Lee  Hall,  Va., 
and  by  the  construction  of  a  pier,  2,000  feet  in  length,  extending  into 
the  York  River  to  a  draft  of  30  feet  at  mean  low  water.  The 
railroad  is  carried  over  the  pier,  and  sidings  serve  the  mine-filling 
l^lant  and  other  buildings. 

The  transportation  difficulties  have  been  overcome  further  by  the 
construction  of  an  18-foot  concrete  road,  constituting  a  highway 
from  the  railroad  station  at  Lee  Hall  to  the  depot  and  to  the  village 
of  Yorktown.  It  forms  a  continuation  of  a  concrete  road  extending 
all  the  way  to  Newport  News. 

This  depot  was  established  as  a  war  activity,  but  construction  was 
just  started  before  the  cessation  of  hostilities.  Construction  was  con- 
tinued, however,  to  the  entire  scope  originally  contemplated,  and  the 
industrial  facilities  have  been  completed,  together  with  quarters  for 
officers  and  enlisted  men,  an  office  building,  a  heating  plant,  and 
electrical  transmission  lines.  The  development  is  being  continued 
further  by  the  construction  of  water-supply  and  sewerage  systems, 
a  dispensary,  a  power  plant,  and  additional  railway.  The  total  cost 
of  the  whole  development  is  about  $2,700,000,  exclusive  of  the  cost  of 
land. 

In  addition  to  the  above  facilities  for  the  manufacture  and  loading 
of  mines,  storage  has  been  provided  at  certain  naval  stations,  so 
that  loaded  mines  may  be  kept  on  hand  ready  to  place  immediately 
as  needed.  For  this  purpose  a  standard  mine-storage  building  was 
designed,  having  a  capacity  of  1,008  mines.  This  building  has  con- 
crete foundations  and  floor,  steel  framing,  brick  or  tile  walls,  a  steel- 
skeleton  mezzanine  floor,  and  built-up  roofing  on  wood  sheathing. 
The  small  flanged  wheels  on  the  mine  anchor  fit  the  gauge  of  channel 
tracks,  which  are  laid  on  the  floor  and  on  the  mezzanine,  extending 
the  length  of  the  building,  and  the  units  are  stowed  in  this  manner. 
A  crane  extends  over  the  adjoining  railroad  track,  so  that  the  mines 
may  be  carried  from  the  cars  to  the  tracks  inside  the  building  with- 
out manual  effort. 

More  than  20  of  these  standard  storage  buildings,  costing  about 
$800,000,  were  erected  at  various  stations. 


290  WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS. 

NAVAL  PROVING  GROUND  AND   SMOKELESS  POWDER   FACTORY, 

INDIANHEAD,  MD. 

The  activities  of  the  Bureau  of  Yards  and  Docks  at  Indianhead 
practically  began  with  the  declaration  of  war,  as  prior  thereto  the 
public-works  projects  undertaken  there  from  time  to  time  as  part 
of  a  gradual  development  were  carried  out  under  the  cognizance  of 
the  Bureau  of  Ordnance.  At  the  beginning  of  the  war  the  facilities 
for  proving  guns  and  testing  shells  and  armor  plate  had  been  devel- 
oped to  a  point  where  only  a  small  amount  of  public- works  construc- 
tion was  needed  to  cope  with  the  greatly  increased  demands  on  the 
actual  proving  and  testing  equipment.  These  demands,  however, 
necessitated  enlarged  facilities  for  the  handling  and  transportation 
of  guns,  shells,  supplies,  and  equipment,  and  a  considerable  increase 
in  housing  accommodations  for  additional  officers,  enlisted  men,  and 
civilian  employees. 

That  part  of  the  station  designat-ed  as  the  smokeless-powder  fac- 
tory had  been  developed  to  a  maximum  capacity  of  20,000  pounds 
per  day.  Immediately  following  the  outbreak  of  the  war  it  was  de- 
cided to  double  this  capacity,  and  construction  work  was  started 
accordingly.  As  preparations  for  actual  warfare  progressed,  how- 
ever, it  appeared  that  the  enormous  requirements  of  the  Army  would 
absorb  the  total  output  of  all  private  powder-manufacturing  con- 
cerns, and  that  the  Navy  would  have  to  depend  upon  its  own  facilities 
to  supply  its  needs  in  this  respect.  It  was  therefore  decided  further 
to  increase  the  capacity  of  the  factory  at  Indianhead.  Under  this 
program  there  were  constructed  a  large  number  of  buildings  to  house 
the  additional  special  equipment  required  in  the  various  manufac- 
turing processes,  together  with  storehouses  for  raw  material,  build- 
ings for  drying  and  blending  powder,  extensions  to  the  power  plant, 
and  steam,  water,  and  electric  distribution  systems,  and  additional 
railroad  and  water-front  facilities. 

As  practically  all  of  the  employees  of  the  station  are  quartered  on 
the  Government  reservation,  the  enlargement  of  the  powder  factory 
necessitated  the  construction  of  additional  officers'  quarters,  cottages, 
boarding  houses,  and  barracks,  and  the  improvement  of  roads,  walks, 
and  other  facilities  tending  to  the  comfort  and  welfare  of  the  per- 
sonnel. 

Among  the  buildings  directly  related  to  the  expansion  of  the 
powder  factory  were : 

Four  storehouses  for  nitrate  of  soda,  constructed  of  concrete 
and  steel,  with  an  exterior  covering  of  corrugated  galva- 
nized steel.  These  storehouses  are  connected  in  pairs  by  a 
wing  in  which  freight  cars  are  spotted.     Each  pair  of  build- 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  291 

iiigs  is  equipped  with  a  monorail  hoist  system  for  loading 
and  unloading.     The  combined  capacity  is  25,000  tons. 

Five  cotton  storehouses  of  construction  similar  to  the  above, 
but  of  smaller  capacity. 

A  one-story  building  of  steel  construction  for  use  as  a  labora- 
tory. 

A  storehouse  of  concrete-and-steel  construction  for  the  storage 
of  sulphur. 

Two  blending  towers  of  brick  and  steel-covered  frame  con- 
struction. 

Four  solvent-recovery  buildings  of  brick  construction,  each 
consisting  of  four  units  and  each  unit  having  its  separate 
condenser  house. 

Two  magazine  buildings  of  brick  construction. 

One  pulping  and  poaching  house  of  brick  and  steel  construc- 
tion. 

An  ammonia-compressor  building,  a  dehydrating  house,  two 
cotton  dry  houses,  and  three  picking  houses,  all  of  concrete 
and  brick  construction. 

An  ether  house  of  heavy  frame  construction,  coA^ered  with  cor- 
rugated galvanized  steel. 

Twenty-five  powder  dry  houses  of  brick  construction,  10  of 
which  had  been  completed  when  the  armistice  was  signed, 
work  then  being  stopped  on  the  other  15. 
Most  of  the  powder  dry  houses  were  erected  on  a  newly  acquired 
tract  of  land,  which  was  of  rough  topography  and  heavily  wooded, 
thus   necessitating   considerable   clearing   and   grading.     Approxi- 
mately 2  miles  of  railroad  had  to  be  built  to  tie  in  this  tract  with 
the  rest  of  the  station. 

Among  the  projects  of  a  general  character  were: 

Bridge  over  Mattawoman  Creek. 

Steel  fence  inclosing  a  portion  of  the  reservations. 

Machine  shop. 

Carpenter  shop. 

Public  works  office  building. 

Storehouse  for  Marine  Corps. 

Thirty-room  hotel. 

Three  10-room  boarding  houses. 

Garage  for  seven  trucks. 

Annex  to  dispensary. 

Laboratory  office  building. 

Chemical  laboratory. 

Post  office. 

Bachelor  officers'  quarters. 


292  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

Group  of  30  frame  buildings  comprising  mess  halls  and  cot- 
tages for  employees. 
Extension  to  a  development  of  the  United  States  Housing 
Corporation,  comprising  45  cottages  and  including  roads, 
walks,  and  sewer  and  water  facilities. 
Group  of  cottages  as  nucleus  of  a  village  for  colored  em- 
ployees. 

At  the  beginning  of  the  war  the  station's  supply  of  fresh  water 
was  obtained  from  nine  artesian  wells,  having  a  combined  capacity 
of  1,600,000  gallons  per  24  hours;  but  with  the  suddenly  increased 
requirements  of  the  powder  factory  and  the  added  personnel,  includ- 
ing more  than  2,000  building  mechanics  and  laborers,  this  capacity 
was  soon  overtaxed,  and  at  times  the  shortage  of  water  presented  a 
serious  problem.  To  meet  this  situation  five  additional  artesian 
wells  were  drilled,  and  a  test  made  at  their  completion  showed  that 
the  station's  water  supply  had  been  more  than  doubled.  Unfor- 
tunately, the  completion  of  these  wells  was  delayed  beyond  the 
expected  date  of  completion,  and  the  full  benefit  of  the  increase 
was  not  felt  until  near  the  end  of  the  period  of  the  station's  greatest 
activity. 

Almost  from  the  date  of  the  establishment  of  the  naval  proving 
ground  the  lack  of  rail  communication  had  been  a  cause  of  great 
delay  and  inconvenience,  the  nearest  railroad  being  about  14  miles 
distant,  and  reached  by  a  road  which  was  usually  in  such  poor  con- 
dition as  to  negative  the  benefit  which  might  otherwise  have  accrued. 
This  condition  enforced  dependence  on  tug  and  barge  transporta- 
tion between  Indianhead  and  the  Washington  navy  yard.  Funds 
for  better  facilities  became  available  only  during  the  war.  After 
the  necessary  authorization  was  granted  a  standard-gauge  single- 
track  railroad  approximately  12  miles  in  length  was  constructed 
between  the  proving  ground  and  White  Plains,  Md.,  at  a  cost  of 
$850,000.  It  makes  connection  at  White  Plains  with  the  Popes  Creek 
branch  on  the  Pennsylvania  Railroad,  which  joins  the  main  line 
at  Bowie,  Md.,  some  IT  miles  northeast  of  Washington. 

While  not  making  direct  connection  with  Washington,  this  trackage 
has  admirably  fulfilled  the  purposes  for  which  it  was  projected, 
namely,  the  avoidance  of  transfers  of  carload  shipments  to  the 
Washington  yard  and  thence  to  lighters  for  Indianhead,  the 
elimination  of  delays  due  to  congestion  at  railway  yards,  and  the 
saving  of  time  and  expense  generally. 

While  this  railroad  is  a  facility  built,  owned,  and  oi)erated  by  the 
Government,  its  advantages  have  been  made  available  to  private  com- 
merce by  the  construction  of  sidings  at  convenient  points  for  the  han- 
dling of  shipments  of  tobacco,  pulp  wood,  and  farm  products  in  gen- 
eral. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCJKS. 


293 


294  WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS  AIS^D   DOCKS. 


Blending  towei'  at  Naval  Proving  Ground  and  Smokeless-rowdor  Factory,  Indianhead, 

Md. 


iii    -^)iu|i.   Navy   VnnK   Wasliington,   D.   C. 


WAR  ACTIVITIES  OF   BUREAU   OF   YARDS   AND   DOCKS.  295 

The  powder- factory  terminal  of  this  railroad  was  electrified  (on 
the  overhead  system)  in  order  to  minimize  the  dangers  incident  to  the 
emission  of  sparks  by  steam  locomotives.  Along  with  the  construction 
of  the  railroad,  additional  locomotives,  flat  cars,  and  section  cars  were 
purchased. 

Prior  to  the  war,  the  water-front  facilities  at  Indianhead  consisted 
of  a  merchandise  pier  on  the  Potomac  River  and  a  small  coaling  pier 
on  Mattawoman  Creek.  The  Potomac  pier  and  the  main  battery  of 
guns  are  located  within  100  yards  of  each  other.  This  arrangement 
presented  no  difficulties  until,  owing  to  the  development  of  long-range 
guns,  it  became  necessary  to  fire  downstream  instead  of  across  the 
river.  This  change  caused  firing  to  be  directed  across  the  pier  and 
the  railroad  track  thereupon,  and  put  a  stop  to  wharf  operations  at 
such  times. 

To  remedy  this  condition,  a  new  concrete  bulkhead  and  timber  pier 
were  constructed  about  1|  miles  upstream  from  the  old  landing,  to- 
gether with  a  single-track  railroad  connection.  Approximately  30,000 
cubic  yards  of  material  was  dredged  from  the  area  in  front  of  the  bulk- 
head to  secure  a  depth  of  24  feet  below  mean  low  water. 

The  railroad  to  the  new  pier  was  constructed  with  great  difficulty, 
owing  to  the  fact  that  a  large  portion  of  the  line  skirts  the  high  banks 
along  the  river  shore,  where  the  character  of  the  soil  was  such  as  to 
cause  frequent  slides  during  construction  and  after  initial  completion. 
In  one  instance,  after  this  line  was  placed  in  operation,  a  slide  from 
one  of  the  upper  slopes  required  the  removal  of  more  than  10,000  cubic 
yards  of  earth. 

At  the  Mattawoman  Creek  wharf  the  bureau  constructed  a  concrete 
and  timber  bulkhead  and  enlarged  the  coal  storage  area  to  a  capacity 
of  25,000  tons. 

It  is  estimated  that  the  cost  of  the  work  performed  at  Indianhead 
under  the  cognizance  of  the  Bureau  of  Yards  and  Docks  up  to  the 
signing  of  the  armistice  was  $5,000,000,  and  that  $2,000,000  additional 
was  subsequently  expended  on  projects  which  were  started  there  dur- 
ing the  war. 

NAVAL  GUN  FACTORY  AND  NAVY  YARD,  WASHINGTON,  D.  C. 

The  scope  of  activities  at  the  naval  gun  factory  was  practically 
doubled  during  the  war.  To  permit  the  carrying  out  of  this  increased 
program,  old  structures  were  extended  and  new  industrial  and  storage 
buildings  were  erected  at  a  total  cost  of  approximately  $7,000,000  ex- 
pended under  55  contracts. 

The  land  available  within  the  former  boundaries  of  the  navy  yard 
would  not  permit  the  expansion  projected  during  the  war,  so  that  ad- 


296  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS    AND   DOCKS. 

ditional  tracts  to  the  east  and  west  were  acquired,  practically  doubling 
the  yard  area. 

Most  of  the  public  works  executed  at  the  naval  gun  factory  during 
the  war  comprised  shop  facilities,  although  transportation,  water- 
front, communication,  and  municipal  improvements  were  performed 
to  supplement  the  industrial  expansion. 

At  the  beginning  of  the  war  this  establishment  was  supplying  the 
larger  proportion  of  the  guns  for  the  Navy,  and  was  working  at  maxi- 
mum capacity.  This  function  was  continued  without  break,  and  the 
very  earliest  war  program  included  extensions  of  buildings  and  facili- 
ties to  enable  the  gun  factory  to  fulfill  the  greatly  increased  demands 
made  upon  its  resources.  Plans  were  prepared  and  work  was  begun 
without  delay  on  the  following  projects:  An  immense  gun  shop  ca- 
pable of  assembling  and  machining  naval  guns  of  the  greatest  caliber ; 
a  brass  foundry ;  a  steel  foundry ;  a  forge  shop ;  a  pattern  shop ;  an 
optical  shop  with  its  range-finder  testing  tower ;  and  a  five-story  ma- 
chine shop  for  miscellaneous  work. 

From  an  engineering  standpoint,  one  of  the  most  interesting  of  the 
shop  buildings  constructed  by  the  bureau  during  the  war  is  the  new 
gun  shop.  This  structure  and  its  crane  equipment  are  laid  out  with 
a  view  to  the  economical  and  efficient  manufacture  and  handling  of 
20-inch  50-caliber  guns. 

Its  width,  241  feet,  was  determined  by  the  length  of  the  lathes 
required  for  turning  and  boring  the  guns,  the  lathes  being  installed 
crosswise  in  the  building.  The  height  (to  the  bottom  chords  of  the 
roof  trusses)  and  width  of  the  two  main  aisles,  6U  and  86  feet, 
respectively,  were  determined  by  the  clearances  needed  for  handling 
guns  over  the  lathes  and  by  crane  dimensions  and  clearances.  The 
length  of  the  building  is  567  feet. 

The  two  main  aisles  are  equipped  with  overhead  traveling  bridge 
cranes  of  unprecedented  capacity,  namely,  300  gross  tons  each,  with 
a  40-foot  lift.  This  capacity  is  based  on  the  weight  of  a  20-inch  50- 
caliber  gun,  including  its  jacket  and  trunnions.  Each  crane  is  pro- 
vided with  an  auxiliary  trolley  and  hoist  for  handling  smaller  loads. 
For  168  feet  at  one  end  of  the  main  aisle  the  roof  trusses  are  raised 
to  a  height  of  121-;^  feet  above  the  floor,  and  an  additional  300-gross- 
ton  crane,  with  a  lift  of  100  feet  above  the  floor,  is  provided.  This 
great  height  and  lift  are  provided  in  order  that  the  maximum  gun 
may  be  handled  in  a  vertical  position  in  and  out  of  the  shrinkage  pit, 
which  is  located  in  this  aisle.  On  account  of  its  unusual  height,  a 
small  electric  passenger  elevator  is  provided  for  access  to  this  high 
crane  runway. 

The  low  portion  of  one  of  the  main  aisles  is  equipped  with  10-ton 
and  the  36-foot  north  aisle  with  25-ton  traveling  cranes.  One  main 
aisle  is  provided  with  a  40-ton  crane,  operating  on  the  300-ton  crane 


WAR  ACTIVITIES  OF   BUREAU   OF   YARDS   AND   DOCKS.  297 

runway,  for  economical  handling  of  smaller  loads.  Offices,  tool 
rooms,  and  toilet  and  locker  rooms  are  provided  in  the  31-foot  south 
aisle.  A  storage  yard  65  feet  wide,  served  by  an  80-ton  traveling 
crane,  is  placed  on  the  north  side  of  the  building. 

On  account  of  the  very  heavy  crane  loads  and  lateral  thrusts,  due 
to  cranes  and  wind,  it  was  necessary  that  especial  care  be  taken  and 
the  most  accurate  practicable  methods  used  in  designing  the  struc- 
tural steel  framework  and  bracing  of  this  shop.  (See  Bulletin  No. 
29,  Public  Works  of  the  Navy,  for  a  full  engineering  discussion  of 
this  and  similar  problems.) 

The  shrinkage  pit  mentioned  above  is  in  itself  an  extremely  inter- 
esting engineering  work.  This  pit,  35  feet  by  68  feet  in  inside  hori- 
zontal dimensions,  with  walls  5  feet  thick  and  having  an  inside  depth 
of  95  feet,  was  sunk  by  the  open-caisson  method.  The  walls  were 
constructed  in  successive  lifts  above  the  floor  level  and  the  structure 
was  gradually  let  into  the  ground  at  a  rate  keeping  pace  with  the 
addition  of  lifts  by  excavating  the  earth  inside  and  under  the  cutting 
edges. 

Owing  to  the  imperviousness  of  the  soil  at  the  site,  which  is  a  very 
hard  clay,  little  water  was  encountered  and  no  difficulty  was  experi- 
enced in  keeping  the  bottom  dry  enough,  by  comparatively  little 
pumping,  for  economical  sinking.  The  only  difficulty  of  note  in  the 
entire  operation  was  that  due  to  encountering  layers  of  bowlders,  in 
which  cases  the  sinking  was  aided  by  blasting.  Upon  final  placement 
of  the  caisson  the  bottom  was  sealed  with  a  heavy  slab  of  reinforced 
concrete. 

The  inside  of  the  pit  is  divided  into  15  vertical  compartments. 
Six  of  these,  12^  feet  square,  are  open  throughout  their  entire  depth, 
and  it  is  in  these  that  the  casings  are  shrunk  on  the  guns.  The  other 
compartments  contain  stairs,  an  electric  passenger  elevator,  piping 
and  valves,  machinery,  pumps,  motors  and  shafting,  etc. 

A  number  of  column  foundations  adjacent  to  the  pit,  placed  imme- 
diately after  the  sinking  operation,  were  constructed  on  concrete  piles 
in  order  to  minimize  the  danger  of  settlement. 

To  permit  the  performance  of  the  tremendous  amount  of  tool  and 
miscellaneous  work  required  on  the  numerous  parts  of  guns  and 
torpedoes,  a  new  machine  shop  was  built  in  the  western  extension  of 
the  yard.  This  building  is  five  stories  in  height,  500  feet  long,  and 
160  feet  wide,  with  a  central  court  roofed  over  at  the  first  floor.  It 
is  among  the  largest  buildings  ever  constructed  for  such  purposes. 
The  structure  is  of  reinforced  concrete  throughout  and  is  equipped 
with  15-ton  cranes  on  the  first  floor,  where  the  heaviest  machines 
are  located.     The  crane  girders  are  of  reinforced  concrete. 

The  foundation  conditions  in  this  part  of  the  yard  are  very  poor, 
the  ground  consisting:  of  the  filled  bed  of  the  historical  James  Creek. 


298  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS. 

A  pile  substructure  was  used,  and  it  was  necessary  to  straddle  two 
large  sewers  which  underlie  the  side  and  could  not  be  diverted. 

Wood-block  floors  were  laid  throughout  the  machine  shop  to  the 
extent  of  36,000  square  yards.  This  type  of  floor  has  been  found  to 
serve  its  purpose  here  in  a  very  satisfactory  manner. 

Before  the  war  the  steel  and  brass  founding  were  carried  on  in  a 
general  foundry  building.  In  the  early  part  of  the  war  a  separate 
brass  foundry  was  built,  and  the  general  foundry  building  was  ex- 
tended for  use  in  steel  founding  alone. 

The  new  brass  foundry  is  one  story  in  height,  with  a  two-story 
clear  height  in  the  main  aisle,  and  is  of  steel-frame  construction 
throughout.  The  length  is  340  feet  and  the  over-all  width  is  about 
145  feet,  including  a!  lean-to  containing  rooms  for  locker,  storage, 
pattern,  and  office  purposes.  The  building  contains  complete  mod- 
ern equipment,  including  crucible  furnaces  and  core  ovens.  A  large 
molding  and  casting  floor  is  provided,  consisting  of  4  inches  of  mold- 
ing sand  on  a  clay  base. 

A  separate  building,  170  by  33  feet,  is  provided  for  cleaning  and 
finishing  castings.  It  is  of  the  same  type  of  construction  as  the 
brass  foundry.  Extensive  bins  for  the  separate  storage  of  the  sev- 
eral kinds  of  foundry  sand  are  provided. 

The  extension  to  the  general  foundry  is  about  200  by  139  feet  in 
plan  and  one  story  in  height,  with  a  two-story  clear  height  in  the  cen- 
tral aisle.  This  building  is  of  steel-frame  construction,  with  steel 
sash,  brick  walls,  and  sandstone  trimmings. 

In  order  to  provide  proportionate  facilities  auxiliary  to  the  new 
foundries,  a  pattern  and  joiner  shop  was  built,  which  is  four  stories 
in  height,  321  feet  long,  and  137  feet  wide,  with  a  central  court.  The 
construction  is  of  reinforced  concrete  of  the  flat-slab  type,  with 
steel  sash  and  brick  curtain  walls.  The  columns  are  hollow,  and  a 
system  of  forced  ventilation  is  carried  up  inside  them.  A  blower 
system  is  installed  for  the  removal  of  sawdust  and  shavings.  This 
shop  is  adjacent  to  the  machine  shop  and  has  pile  foundations. 

Passenger  and  freight  elevators  are  provided  in  both  the  pattern 
and  machine  shops.  The  freight  elevators  in  the  former  have  plat- 
forms about  20  feet  square  for  the  handling  of  large  patterns. 

Practically  all  the  optical  work  for  the  Navy  is  carried  on  in  the 
Washington  yard.  The  facilities  for  the  manufacture,  repair,  and 
testing  of  ojjtical  instruments  were  augmented  by  the  construction 
of  the  optical  shop  and  range-finder  testing  tower  in  the  eastern  ex- 
tension to  the  yard.  A  notable  feature  of  the  tower  mentioned  is 
the  fact  that,  although  it  forms  a  part  of  the  optical  shop,  it  is  con- 
structed with  foundations  and  framing  entirely  separate  from  the 
latter  in  order  to  minimize  vibrations,  which  would  militate  against 
accuracy  in  testing. 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS.  299 


Machine  s-hop.  Navy  Yard,  Washington,  D.  C. 


i'aueiii  shut),  Xavy  Yard.  Wasblngtou.  D.  C. 


300  WAK   ACTIVITIES  OF   BUREAU   OF   YARDS   AND  DOCKS. 

Other  buildings  for  various  purposes  were  erected  during  the  war, 
or  completed  thereafter,  to  take  care  of  the  expansion  of  the  ordnance 
program.  Such  buildings  include  extensions  to  the  forge  shop,  sight 
shop,  erecting  shop,  and  broadside-mount  shop,  besides  a  new  model- 
storage  building,  a  proof  shop,  lumber-storage  sheds,  a  mine-labora- 
tory building,  and  a  dry  kiln. 

The  old  power  plant  and  boiler  house  was  enlarged  to  a  consider- 
able extent,  and  two  new  brick  chimneys,  250  feet  high,  were  built 
to  take  care  of  the  increased  boiler  capacity.  (See  chapter  "  Power 
plants.") 

Immense  weights  are  handled  throughout  the  yard,  including  as- 
sembled guns,  mounts,  and  parts,  and  a  number  of  outside  cranes 
were  built  during  the  war.  The  heaviest  of  these  has  a  capacity  of 
200  gross  tons,  with  an  80-ton  auxiliary,  and  serves  the  park  where 
finished  guns  are  stored.  This  is  the  largest  outside  crane  of  the 
traveling-bridge  type  at  any  naval  establishment.  It  has  a  span  of 
85  feet  and  a  maximum  hoist  of  31  feet,  with  a  travel  of  740  feet.  It 
weighs  526,000  pounds  and  transmits  a  maximum  wheel  load  of 
89,000  pounds.  Its  heavy  steel  runway  is  supported  by  concrete 
foundations  on  piles.  At  one  end  the  crane  travels  over  a  slip,  so 
that  guns  may  be  loaded  on  barges  for  shipment  to  the  naval  prov- 
ing ground. 

A  brick  building  containing  complete  living  and  classroom  facili- 
ties was  erected  for  the  large  classes  of  seaman  gunners  who  are 
trained  at  the  Washington  Yard. 

Auxiliary  to  the  increased  industrial  facilities  at  the  naval  gun 
factory,  miscellaneous  accessory  items  were  constructed  or  extended, 
including  additional  railroad,  paving,  a  quay  wall,  electric  ducts, 
sewers,  fuel-oil  storage,  storehouses,  a  garage,  etc. 

New  structures  were  built  at  the  naval  magazine,  Bellevue,  D.  C, 
to  provide  facilities  auxiliary  to  those  at  the  navy  yard  for  the 
storage  of  gun  mounts  and  the  like.  The  naval  magazine  was  fur- 
ther improved  by  the  construction  of  a  fuse  and  primer-loading 
house,  a  central  boiler  plant,  a  fire-protection  system,  a  fence,  and  a 
pier. 

The  war  expansion  has  placed  the  Washington  navy  yard  and 
naval  gun  factory  among  the  largest  establishments  of  the  kind  in 
the  world,  and  the  improvements  proceeded  at  all  times  with  such 
rapidity  as  to  permit  the  fulfillment  of  its  accelerated  demands. 


CHAPTER  XIII. 
ARMOR  AND  PROJECTILE  PLANTS,  CHARLESTON,  W.  VA. 


After  many  years  of  controversy  and  discussion  as  to  the  making 
of  battleship  armor  by  the  Government,  Congress,  in  August,  1916, 
made  an  appropriation  for  the  establishment  of  a  Government  armor 
plant.  Steps  were  taken  early  in  1917  to  establish  this  plant,  when 
the  entry  of  the  United  States  into  the  war  caused  a  postponement 
of  the  undertaking.  The  project  was  resumed  during  the  middle  of 
1918,  after  a  great  gun- forging  plant  had  been  added  to  the  enter- 
prise. 

The  first  important  decision  to  be  made  in  regard  to  the  armor 
plant  was  its  location.  The  Secretary  of  the  Navy  notified  the  cities 
of  the  country  to  submit  briefs  giving  their  advantages  for  the  loca- 
tion of  such  a  plant.  The  result  was  gratifying,  as  over  200  cities 
responded.  They  presented  a  mass  of  data"  demanding  most  careful 
consideration.  The  department  therefore  appointed  a  board  of  offi- 
cers known  as  the  armor-plant  board,  consisting  of  Rear  Admiral 
F.  F.  Fletcher,  U.  S.  N.;  Commander  (now  Captain)  F.  H.  Clark, 
U.  S.  N. ;  and  Commander  (now  Captain)  R.  E.  Bakenhus 
(C.  E.  C),  U.  S.  N.  The  board  found  it  necessary  to  visit 
25  of  the  cities  which  had  presented  data.  A  truly  remark- 
able spirit  was  exhibited  by  the  various  communities  under  con- 
sideration. It  led  them  to  study  their  own  resources  and  advantages 
and  set  them  forth  as  had  never  been  done  before.  Volumes  of 
information  were  made  available,  showing  the  great  extent  of 
undeveloped  resources  in  the  United  States.  The  board  carefully 
weighed  the  labor  conditions  and  tabulated  the  technical  data  as 
to  freight  rates,  cost  of  fuel,  pig  iron,  and  other  commodities  enter- 
ing into  the  manufacture  of  armor,  and  finally  recommended  that 
the  armor  plant  be  placed  in  the  Pittsburgh  district,  and  also  called 
attention  to  the  advantages  of  placing  such  a  plant  near  Washington, 
D.  C.  The  law,  however,  required  that  the  armor  plant  be  built  within 
a  safety  zone,  to  be  determined  by  the  General  Board.  The  safety 
zone  excluded  Pittsburgh,  as  being  within  200  miles  of  the  Great 
Lakes.  The  board  having  recommended  Charleston,  W.  Va.,  as  the 
most  suitable  place  within  the  safety  zone,  the  department  announced 
the  selection  of  that  place. 

In  the  meantime,  in  preparation  for  the  impending  entry  into  the 
war,  Congress  had  appropriated  the  sum  of  $2,080,956  for  the  estab- 

301 


302  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

lishment  of  a  projectile  plant.  On  account  of  the  close  relation  be- 
tween the  manufacture  of  projectiles  and  armor  it  was  decided  to 
construct  the  projectile  plant  on  the  armor-plant  site  at  Charleston. 
About  one  million  dollars  of  the  funds  were  allotted  to  the  Bureau 
of  Yards  and  Docks  for  the  design  and  construction  of  the  plant, 
exclusive  of  machinery  and  furnaces,  which  were  provided  by  the 
Bureau  of  Ordnance.  The  plant  was  designed  under  close  coopera- 
tion between  the  two  bureaus  involved.  Capt.  E.  E.  Bakenhus 
(C.  E.  C),  U.  S.  N.,  was  designated  as  project  manager  of  the 
armor  and  projectile  plants  in  addition  to  his  duties  as  assistant 
manager  of  the  Division  of  Shipyard  Plants  of  the  Emergency  Fleet 
Corporation  and  later  as  Assistant  Chief  of  the  Bureau  of  Yards 
and  Docks.  Mr.  Roger  M.  Freeman  was  appointed  assistant  project 
manager  and  had  detailed  charge  of  the  designs. 

The  foundry  and  forge  shop  is  a  building  138  feet  long  by  565  feet 
wide,  the  machine  shop  is  140  feet  long  by  400  feet  wide,  and  the 
heat-treatment  building  is  92  feet  long  by  153  feet  wide.  In  the 
foundry  and  forge  building  particular  attention  was  paid  to  lighting 
and  ventilating,  with  distinct  success.  The  monitors,  with  inclined 
sash,  are  of  a  new  type,  affording  a  greater  percentage  of  daylight 
in  the  middle  of  the  building  than  is  obtainable  with  the  ordinary 
arrangement.  The  ventilation  is  excellent,  and  the  smoke  which 
comes  from  the  electric  furnaces  during  certain  periods  of  their 
operation  rises  directly  and  passes  out  through  the  monitors,  keeping 
the  air  in  the  shop  fresh  and  clear.  The  walls  of  the  building  are 
constructed  of  a  new  type  of  tile  particularly  designed  to  avoid 
expensive  plastering  on  both  the  outside  and  the  inside  of  the 
building  and  yet  maintain  a  perfectly  dry  wall. 

The  projectile  plant  is  located  directly  on  the  banks' of  the  Great 
Kanawha  River,  on  the  smaller  of  the  two  tracts  into  which  the 
armor-plant  site  is  divided.  The  larger  site,  immediately  adjoining 
the  Chesapeake  &  Ohio  Railroad,  was  reserved  for  the  armor  plant. 
The  whole  site  comprised  over  200  acres  and  was  donated  by  the  citi- 
zens of  Charleston. 

During  the  summer  of  1918  the  bureaus  received  instructions  from 
the  Secretary  of  the  Navy  to  proceed  with  the  construction  of  the 
armor  plant.  A  total  sum  of  $8,318,600  was  allotted  to  the  Bureau 
of  Yards  and  Docks  for  the  purpose  of  constructing  the  plant,  ex- 
clusive of  the  open-hearth  furnaces,  heat-treatment  furnaces,  machine 
tools,  and  other  similar  manufacturing  equipment,  which  were  pro- 
vided by  the  Bureau  of  Ordnance. 

The  well-organized  personnel  of  the  Bureau  of  Yards  and  Docks 
was  made  available  for  development  of  the  project,  with  additions 
such  as  were  found  necessary  during  the  course  of  the  work.  The 
plans  were  developed  by  the  Bureau  of  Yards  and  Docks  in  close 


WAR   ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS.  303 


*11J      ''''""''''"' ""*: 


.      ^      .  Forqe   and  Fun 

Gun  TreoT  ^ 

Machine   Shop.       Bidg  Cross  Section  Through  Buildings 


Open-Hearth  Building. 


Plot  plan  of  Naval  Armor  and  Projectile  Plants,  Charleston,  W.  Va. 
[Reproduced  by  permission  of  American  Society  of  Mechanical  Engineers.] 

37022—21 20 


304  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.' 


Machine  shop  at  I'lojcctUe   I'laut,   Charlosion,   W.   Va. 


Projectile  I'lant,  Charleston,  W.  Va.     General  view. 


WAR  ACTIVITIES  OF   BUREAU   OF   YARDS   AND  DOCKS.  305 

cooperation  with  the  Bureau  of  Ordnance,  Rear  Admiral  Ralph  Earle, 
U.  S.  N.,  chief  of  bureau;  Commander  Logan  Cresap,  U.  S.  N.,  in 
charge  of  armor  desk;  and  Rear  Admiral  C.  B.  McVay,  jr.,  chief  of 
bureau  since  June  19,  1920.  The  problem  presented  unusual  diffi- 
culties. An  inspection  of  the  three  existing  American  armor  plants 
at  Pittsburgh,  Mid  vale,  and  South  Bethlehem  indicated  at  once  that 
none  of  them  could  be  used  as  a  model  or  precedent.  These  plants 
had  all  been  developed  as  a  part  of  larger  steel-manufacturing  estab- 
lishments, and  the  arrangements  were  in  many  cases  undesirable. 
Plans  of  foreign  plants,  including  those  of  the  Krupp  Co.  and  the 
plant  at  Ansaldo,  were  carefully  studied,  but  could  not  be  followed. 
It  was  therefore  necessary  to  make  entire!}^  original  studies.  Unfor- 
tunately the  site  was  intersected  by  two  rather  deep  gulleys,  which 
made  a  free  development  impracticable.  However,  the  gulleys  were 
utilized  in  part  as  a  site  for  a  sedimentation  and  storage  reservoir 
and  in  part  as  disposal  areas  for  waste  materials  which  will  result 
from  the  operation  of  the  plant.  Features  originally  disadvantageous 
were  thus  turned  to  good  account. 

During  the  progress  of  the  war  it  developed  that  the  great-gun 
manufacturing  capacity  of  this  country  was  insufficient  for  providing 
the  Navy's  needs,  and  it  was  therefore  decided  to  add  to  the  armor- 
plant  facilities  for  the  manufacture  of  large-caliber  naval  guns.  This 
further  complicated  the  problem.  The  manufacture  of  armor  and 
guns  consists  of  several  principal  divisions,  which  differ  somewhat 
for  the  armor  and  guns,  as  follows : 

(a)   The  manufacture  of  steel  in  the  open-hearth  electric 

furnaces  for  both  armor  and  guns. 
(&)  Forging  of  ingots  for  both  armor  and  guns. 

(c)  Heat  treatment  for  armor  and  guns. 

(d)  Carbonizing  and  and  special  heat  treatment  for  armor 

plate. 

(e)  Vertical  heat  ti'eatment  of  gims. 

(/)   Heavy  machine  tool  work  for  armor  plate. 

(g)  Heavy  lathe  and  machine  tool  work  for  guns. 
The  armor  plant  will  turn  out  completed  armor  plate  and  bolts 
ready  for  installation  on  board  ships,  but  for  the  guns  will  turn  out 
only  the  rough  forgings,  the  finishing  work  being  done  at  the  Wash- 
ington Navy  Yard,  as  has  been  done  in  the  past. 

A  thorough  analysis  of  the  process  of  manufacturing  armor  plate 
and  guns  was  made  by  the  bureau  to  the  extent  necessary  for  making 
the  layout  of  the  plant  and  the  designs  of  the  buildings.  It  soon  de- 
veloped that  transportation  of  the  great  masses  of  armor  steel  from  the 
open-hearth  building  to  the  heating  furnaces,  thence  to  the  forging 
press,  back  to  the  furnaces,  then  to  the  straightening  press,  then  to 


306 


WAlt    ALTIVITIHS    OF    13LKKAU    OF    YAIIDS    AND    DOCKS. 


the  carbonizinor  furnaces,  the  quenchino-  tanks,  and  machine  shop, 
formed  one  of  the  principal  problems.  AVith  the  guns,  the  masses  of 
steel  are  longer  and  more  difficult  to  handle,  but  the  transfers  are 
not  so  numerous.  Obviously  the  plant  should  be  so  arranged  that 
the  transportation  and  handling  of  these  enormous  weights  could  be 
done  with  the  least  expenditure  of  time  and  power.  Many  studies 
Avere  made  of  the  relative  arrangements  of  the  furnaces  and  the 
heavy  forging  presses.  It  has  been  customary  in  other  plants  to 
have  the  forging  presses  in  one  building  and  the  heat-treating  furnaces 
in  another  building,  and  the  original  layout  for  the  present  armor 
plant  contemplated  such  an  arrangement.  The  studies  made  led  to 
the  adoption  of  a  plan  wherein  the  presses  are  in  the  center  of  a 
building  in  an  H  shape  and  the  furnaces  are  in  the  two  sides  of  the 
H.  The  general  layout  of  the  plant  is  shown  on  the  accompanying 
drawings. 

Further  to  facilitate  transportation  a  "  backbone  "  track  has  been 
provided,  leading  in  a  straight  line  from  the  open-hearth  building 
through  the  foundry  and  forge  building  to  the  machine  shop.  The 
bulk  of  the  weights  can  thus  be  transferred  without  recourse  to  the 
railroad  system  of  the  yard.  Each  of  the  buildings  is  equipped  with 
giant  cranes  for  handling  the  materials  within  the  building.  These 
are  conveniently  listed  in  the  following  table  : 


Crane  number . 


Open  hearth  building. 


Forage  and  furnace 
building. 


Location . 


Capacity  (net  tons): 

Main  hoist 

Auxiliary  hoist  ...... 

Speed  (feet  per  minute): 

Main  hoist 

Auxiliary  hoist 

Bridge 

Trolley 


O.H. 

pouring 
slide. 


250 
40 

10 

20 

200 

75 


O.H. 

pouring 
slide. 


125 
25 

10 

23 

200 

75 


O.H. 

pouring 
sUde. 


75 
15 

14 

30 

200 

100 


O.H. 

pouring 
slide. 


5,6 


7,8 


Stock 
yard. 


Main 
aisle. 


25 
10 

23 

30 

250 

150 


15 
None. 

50 

0 

300 

150 


200 
25 


23 

200 

75 


9.10 


Main 
aisle. 


100 
25 

10 

23 

200 

100 


Forge  and  furnace  building. 

Machine  shop. 

Heat  treatment 
building. 

Orane  number 

....     11,12 

13,14 

15 

16,17 

18,19,20,21 

22 

23,24 

Location 

if  Press 
j\   room. 

Press 
room. 

Capacity  (net  tons): 

Main  hoist 

250 

75 
15 

14 

30 

200 

70 

150 
25 

75 
15 

75 
None. 

/Hoist  53 

75 

Auxiliary  hoist 

25 

15 

Speed  (feet  per  minute): 
Main  hoist 

i              7 

1 

10                14 

23  .             30 
200              200 
100              100 

X              14 

Auxiliary  hoist 

.  ..              30 

0                 30 

Bridge 

....            150 

....|             50 
1 

100               200 

Trolley 

50               100 

WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS.  307 


roiiring  aisle  in  open-hearth  building:,  Armor  Plant,  Charleston,  W.  Vn. 


Charging  floor  of  oncn-hearth  building.  Armor  Plant,  Charlesiuu,    >*.    \  a. 


308  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AKD   DOCKS. 


Administration  building,  Armor  and  Projectile  Plants,  Charleston,  W.  Va. 


North  aisle  of  for>;e  and  furnace  building.  Armor  Plant,   Charleston,   W.    Va. 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS  AND   DOCKS.  309 

It  will  be  noted  that  the  hot-metal  cranes  in  the  open-hearth 
building  on  the  pouring  side  have  capacities  from  75  tons  to  250 
tons.  In  the  machine  shop  and  furnace  building  the  cranes  have  a 
capacity  of  100  tons  to  200  tons,  and  in  the  press  room  of  250  tons. 
In  the  machine  shop  the  capacities  are  not  as  great,  as  the  ingots  are 
reduced  in  weight  before  reaching  the  finishing  stage,  the  maximum 
capacity  of  cranes  there  being  150  tons. 

The  open-hearth  plant  is  of  the  most  modern  design,  and  com- 
pares favorably  with  the  recent  plants  at  the  best  steel  mills.  The 
weights  to  be  handled  are,  in  general,  greater  than  at  the  majority 
of  the  steel  plants.  Two  60-ton  open-hearth  furnaces  are  provided, 
and  two  electric  furnaces  of  30-tons  capacity  each.  By  loading  all 
furnaces  to  their  maximum  capacity,  about  250  tons  of  molten  steel 
may  be  had  for  one  pouring.  There  is  space  for  the  addition  of  a 
third  60-ton  open-hearth  furnace.  The  stockyard  immediately  ad- 
joins the  open-hearth  building  and  has  two  overhead  traveling 
bridge  cranes,  equipped  with  magnets,  for  handling  pig  iron  and 
scrap.  The  plant  will  utilize  the  scrap  metal  from  all  of  the  eastern 
navy  yards.  The  tracks  on  the  charging  side  of  the  furnace  are  so 
arranged  that  a  train  of  cars  containing  a  complete  charge  can  be 
handled  on  the  floor.  The  stock  bins  for  nickel,  ferrochrome,  man- 
ganese, and  the  fluxes  are  beneath  the  charging  floor  in  convenient 
locations.  A  low-type  charging  machine  is  provided.  The  open- 
hearth  furnaces  are  at  present  supplied  with  natural  gas,  which  it 
is  estimated  may  last  for  10  to  15  years.  Provisions  have  been  made 
so  that  gas  producers  or  powdered-coal  installation  may  be  pro- 
vided when  the  gas  gives  out. 

In  the  ordinary  processes  the  steel  will  first  be  melted  in  the  open- 
hearth  furnaces  and  then  will  be  refined  and  further  treated  in  the 
electric  furnaces.  One  open-hearth  charge  is  sufficient  to  charge 
both  electric  furnaces.  The  ingot  is  poured  into  cast-iron  molds  in 
the  casting  pit.  When  the  ingot  is  solidified  and  cooled  the  cast- 
iron  mold  is  stripped  off  and  the  ingot  transferred  to  the  preheating 
furnaces  for  the  forging  process.  The  crop  of  the  ingot,  that  is, 
the  top  where  the  poorer  quality  of  metal  collects,  is  cut  off  and  the 
ingot  is  then  rough-forged  to  its  approximate  shape.  After  a  further 
heating  and  reforging  the  ignot  is  sent  to  the  carbonizing  furnaces, 
where  carbon  is  absorbed  by  the  outer  surface  of  the  metal  in  a 
process  requiring  from  16  to  20  days.  The  plate  is  then  chilled  to 
harden  it. 

The  forge  and  furnace  building  contains  one  14,000-ton  press, 
operated  hydraulically,  but  of  the  steam-intensifier  type;  and  one 
6,500-ton  press.  There  are  three  ingot-heating  furnaces,  eight 
armor  plate  heat-treatment  furnaces,  five  armor  plate  carbonizing 
furnaces,  three  annealing,  two  hardening,  one  rectifying,  and  three 


310  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 

reforging  furnaces  for  armor  plate,  all  interchangeable  to  a  certain 
extent.  For  guns  there  are  two  annealing  and  four  heating  fur- 
naces. The  vertical  gun-treatment  furnaces  in  the  heat-treatment 
building  are  additional. 

The  forge  and  furnace  building  has  two  main  aisles,  each  with  a 
crane  span  of  100  feet.  This  is  more  than  that  provided  in  the 
commercial  armor  plants,  but  is  done  to  give  a  more  ample  storage 
space  for  plates  that  are  in  process  of  manufacture  or  awaiting  de- 
livery for  erection  on  the  battleship.  The  furnaces  are  placed  in 
lean-tos  on  both  sides  of  the  main  aisles.  There  are  thus  four  rows 
of  furnaces.  The  presses  are  in  the  center  part  of  the  building,  re- 
quiring a  much  greater  head  room  than  any  part  of  the  furnace 
building.  In  fact,  the  great  head  room  required  for  the  presses  was 
one  of  the  reasons  for  not  putting  them  in  the  furnace-crane  aisles. 

Particular  attention  was  paid  to  ventilation.  The  peak  of  the 
roof  from  the  center  of  the  building  is  left  open,  having  over  it  a 
monitor  with  open  sides  and  flat  roof.  It  was  at  first  contemplated 
having  no  monitor  whatsoever,  leaving  only  the  open  slot  in  the  roof. 
This  would  undoubtedly  have  been  successful,  but  was  considered 
to  be  too  great  an  innovation. 

The  open-hearth  building  is  516  feet  long  and  225  feet  wide;  on 
the  pouring  side  it  has  an  aisle  100  feet  wide  and  516  feet  long.  The 
sides  of  the  building  from  the  ground  to  a  height  of  8  feet  are  left 
open.  A  monitor  on  the  roof  also  has  open  sides,  resulting  in  very 
perfect  ventilation  and  freedom  from  smoke  or  gases  in  the  working 
spaces.  The  building  is  provided  with  an  escape  gallery  for  the 
crane  operator  in  the  event  of  severe  accidents  in  pouring. 

The  machine  shop  has  three  aisles,  each  having  a  crane  span  of 
100  feet  and  a  length  of  560  feet.  The  building  has  an  over-all 
width  of  324  feet  and  a  length  of  560  feet.  It  was  desired  to  have 
the  most  perfect  possible  natural  lighting  in  this  building.  This  was 
accomplished  by  the  use  of  monitors  with  inclined  sides.  The  moni- 
tor over  the  center  bay  has  lighting  on  both  sides.  The  monitor  in 
the  side  bays  has  lighting  on  one  side  only.  Very  careful  studies 
were  made  of  natural  lighting,  and  the  proportions  of  the  monitors,, 
the  amount  of  glass,  and  their  arrangement  are  based  on  these  stud- 
ies. The  completion  of  the  building  has  shown  a  most  satisfactory 
light  throughout,  in  spite  of  the  fact  that  the  building  is  over  300 
by  500  feet  in  area. 

The  gun-treatment  building  proved  to  be  a  problem  of  some  mag- 
nitude. The  guns  are  treated  in  a  vertical  position  in  electrically 
heated  furnaces.  A  quenching  tank  is  provided  for  the  cooling  of 
the  gun  immediately  after  treatment.  The  gun  must  be  lifted  ver- 
tically above  the  tank  and  lowered  into  the  tank.  As  the  guns 
measure  90  feet  or  more,  the  total  travel  is  approximately  219  feet. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  311 


Press  room,  forge  and  furnace  building,  Armor  Plant,  Charleston,  W.  Va. 


312  WAE   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


South  aisle  of  machine  shop,  Armor  Plant,   Charleston,  W.   Va. 


Main  aisle  of  macliino  shop,  Aimor  Plnnt.  fhuiicsdin.   W.   A';i. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS.  313 

The  necessary  crane  clearances  make  the  total  height  of  the  build- 
ing, from  the  floor  of  the  pit  to  the  top,  approximately  254  feet.  To 
obviate  a  building  of  extraordinary  height,  it  was  decided  to  place 
the  furnaces  and  quenching  tank  in  a  pit  of  approximately  50  feet 
depth.  When  erected,  the  gun-treatment  building  will  be  of  monu- 
mental character  and,  on  account  of  its  height,  it  will  dominate  the 
valley  of  the  Great  Kanawha  River  for  miles. 

The  bureau,  in  designing  this  plant,  made  particular  efforts  that  it 
should  have  not  only  the  maximum  of  usefulness  with  the  greatest 
economy  in  construction,  but  that  it  should  also  be  of  pleasing  ap- 
pearance and  durable  in  character.  The  plans  of  the  engineers  were 
all  required  to  pass  muster  before  the  bureau's  architectural  commit- 
tee, consisting  of  Commander  F.  W.  Southworth,  (C.  E.  C),  IT.  S. 
N.  R.  F.,  chairman,  Mr.  Philip  Hiss,  Mr.  Wm.  Partridge,  and  Mr. 
W.  H.  Fenton.  The  committee  passed  on  the  character  of  material 
to  be  used  for  the  outer  walls,  as  well  as  upon  the  architectural  fea- 
tures. The  result  has  been  very  gratifying,  as  the  buildings  are 
dignified  in  appearance,  and  pleasing  to  those  who  may  have  only  a 
casual  glimpse  of  them  from  the  train,  or  to  those  who  see  them 
daily.  The  exterior  walls  are  built  of  a  specially  designed  block 
with  air  cells  so  arranged  that  moisture  can  not  pass  through.  The 
blocks  are  strong  and  have  been  used  in  a  wall  of  8  inches  thickness 
for  a  height  of  80  feet  without  lateral  support  except  from  the  steel 
frame.  The  exterior  faces  of  the  blocks  are  large,  measuring  about 
5  by  12  inches,  and  have  a  rough  exterior  texture.  The  satisfactory 
architectural  appearance  did  not  involve  any  additional  cost ;  in  fact, 
the  suggestions  of  the  architectural  committee  actually  reduced  the 
cost  to  some  extent  due  to  the  simplification  of  the  designs.  The 
practice  of  requiring  all  building  designs  to  pass  the  architectural 
committee  has  been  extended  to  all  of  the  bureau's  projects  on  ac- 
count of  the  success  gained  at  the  armor  and  projectile  plants  at 
South  Charleston. 

It  was  decided  in  the  late  summer  of  1918  to  proceed  with  the  con- 
struction work.  Three  courses  were  possible:  Cost-plus  contract, 
lump-sum  contract,  or  day  labor.  Most  careful  thought  was  given 
this  matter.  The  cost-plus  form  of  contract  was  at  the  time  in  evil 
repute  in  the  Government  service  as  there  appeared  to  be  no  way  in 
which  minimum  cost  could  be  assured.  It  must  be  remembered 
that  at  the  time  the  rates  of  wages  and  the  costs  of  materials  were 
continually  rising,  and  it  would  have  been  futile  to  expect  to  secure 
a  contractor  to  prosecute  the  work  on  a  lump-sum  contract.  The  only 
course  left  open  was  to  construct  the  work  by  direct  employment  of 
day  labor.  The  bureau  was  not  unmindful  of  the  responsibility 
which  it  was  undertaking  to  construct  a  plant  under  such  unfavor- 
able conditions,  bv  dav  labor,  on  the  basis  of  estimator  ma  do  in 


314  WAR  ACTIVITIES   OF   BUREAU   OF   Y.\EDS   AND   DOCKS. 

1912  and  1913,  yet,  based  on  the  recommendation  of  the  project 
manager,  this  course  was  recommended  to  the  Secretary  jointly  by 
the  Bureaus  of  Yards  and  Docks  and  Ordnance.  Secretaiy  Daniels 
showed  his  confidence  in  the  naval  organization  b}^  approving  the 
day-labor  method. 

Active  construction  work  btgan  on  the  site  in  July,  1917.  The 
designing  force,  in  part,  under  the  immediate  supervision  of  Mr. 
Thomas  Callahan,  with  Mr.  Freeman  in  charge,  were  transferred 
gradually  to  Charleston  to  direct  the  construction  work.  Almost 
insurmountable  difficulties  presented  themselves  due  to  shortage  of 
labor.  There  was  almost  no  local  labor  and  no  vacant  housing  for 
imported  labor.  Barracks  were  therefore  first  constructed  with 
messing  arrangements,  and  labor  was  then  brought  in  from  distant 
points.    There  was  a  heavy  turnover. 

Salvage  construction  plant  and  building  material  were  secured 
from  the  Erie  Forge  Plant,  from  the  new  Navy  Building  in  Wash- 
ington, and  elsewhere.  The  armistice  came  while  the  work  was  in 
progress.  This  brought  with  it  the  opportunity  to  secure  further 
salvage  material  from  other  points.  These  materials  as  well  as 
plant  were  utilized  to  the  greatest  possible  extent.  Contracts  were 
let  for  50,000,000  pounds  of  steel  framework,  the  gypsum  of  nearly 
20  acres  in  area,  the  steel  sash  267,000  square  feet  in  area,  and  the 
roof  covering  of  about  20  acres,  but  the  excavating,  the  concrete 
foundations,  the  building  walls  and  floors,  the  railroad  track  S3'stem, 
and  the  distributing  systems  were  done  by  day  labor. 

The  power  problem  was  one  of  the  most  serious  of  all.  Little 
data  could  be  obtained  upon  which  to  base  designs,  and  draftsmen 
and  engineers  could  not  be  had  in  sufficient  numbers  to  make  the 
designs.  The  power-plant  work  was  in  charge  of  Mr.  H.  M,  Cogan, 
electrical  and  mechanical  engineer,  reporting  direct  to  the  project 
manager.  It  was  always  the  desire  to  have  an  electric  generating 
station  on  the  armor-plant  property,  but  it  developed  after  the  armis- 
tice that  the  Army,  in  connection  with  the  development  at  Nitro, 
had  placed  power-plant  apparatus  in  the  plant  of  the  Virginian 
Power  Co.  at  Cabin  Creek,  about  15  miles  up  the  valle3\  This  re- 
mained the  property  of  the  Army,  but  due  to  the  closing  of  the 
Nitro  project  was  of  no  further  use  to  the  Army.  Accordingly  a 
three-part  contract  was  made  between  the  Army,  the  Navy,  and  the 
Virginian  Power  Co.,  transferring  the  plant  and  necessary  trans- 
mission lines  to  the  Navy.  While  this  was  not  so  desirable  as  a 
power  station  on  the  site,  it  was  most  fortunate  for  the  armor  plant 
as  it  saved  an  investment  of  some  $3,000,000  which  the  armor-plant 
appropriation  could  not  have  afforded.  There  are  duplicate  trans- 
mission lines  by  entirely  different  routes. 


Ti  '1 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS.  315 

For  operating-  the  forging  presses  a  complete  steam  boiler  plant 
was  secured  from  the  Army  powder  plant  at  Old  Hickory,  Tenn. 

The  projectile  plant  w^as  constructed  by  contract.  Mr.  F.  D, 
AVarren,  supervising  engineer,  was  the  representative  of  the  bureau 
at  South  Charleston,  and  was  the  first  representative  of  the  Navy 
Department  on  the  ground  for  any  purpose  in  connection  with  the 
naval  ordnance  plant.  Work  was  begun  in  August,  1917,  and  sub- 
stantially completed  in  May,  1918.  The  plant  began  operations 
under  the  direction  of  the  Bureau  of  Ordnance  in  September,  1918, 
for  the  manufacture  of  4-inch  and  6-inch  gun  forgings,  as  well  as  air 
flasks  for  torpedoes,  wdiile  Commander  J.  B.  Rhodes,  U.  S.  N., 
was  inspector  of  ordnance  in  charge.  Capt.  George  R.  Marvell, 
U.  S.  N.,  was  inspector  of  ordnance  in  charge  during  the  principal 
construction  work  on  the  armor  plant.  Mr.  W.  E.  Hayes  has  been 
in  charge  of  the  cold-metal  division  since  the  beginning,  and  his 
advice  has  been  invaluable.  Mr.  W.  J.  Priestley,  in  charge  of  the 
hot-metal  department,  came  to  the  plant  in  time  to  be  of  valuable 
service  in  the  final  features  of  the  design. 

The  plant  already  has  an  order  for  armor  for  ships  on  the  1916 
program,  construction  of  which  Avas  delayed  due  to  the  World  War. 
It  is  fortunate  that  the  plant  is  ready  for  service,  inasmuch  as  the 
capacity  of  the  civil  armor-making  plants  is  not  sufficient  to  supply 
the  demand  at  the  present  time.  This  is  true  also  of  large-size  guns. 
It  is  the  policy  of  the  department  not  to  drive  the  privately  owned 
armor  plants  out  of  business,  but  to  use  the  Government-owned 
plant  as  a  check  on  what  should  be  reasonable  prices  for  armor  and 
gun  forgings,  to  supplement  the  total  capacity  of  the  country,  and 
to  use  the  Government  plant  for  experiments  in  improving  the  manu- 
facture of  armor  and  other  forgings  under  the  direct  supervision  of 
the  Government. 


CHAPTER  XIV. 
STORAGE  FACILITIES. 


GENERAL  CONDITIONS. 

Necessity  for  additional  facilities. — As  the  demand  for  storage 
space,  long  prior  to  the  war,  exceeded  that  available,  the  need  of 
additional  facilities  to  provide  for  the  storage  of  supplies  for  in- 
creased shipbuilding  and  general  industrial  activity  and  for  a  far 
greater  number  of  ships  was  taken  account  of  in  connection  with  the 
development  plans  begun  as  a  result  of  the  preparedness  program 
of  1916. 

Type  plans. — Studies  of  the  needs  of  the  yards  were  made,  and 
type  sketches  for  storage  buildings  for  general  supplies,  lumber, 
steel,  boats,  etc.,  were  worked  up  in  consultation  with  a  representa- 
tive of  the  Bureau  of  Supplies  and  Accounts,  and  the  plans  for  a 
typical  permanent  general  storehouse  were  submitted  to  the  various 
yards  for  comment.  Certain  specific  appropriations  for  storage 
facilities  were  secured  from  Congress  by  act  of  March  4,  191T. 

First  new  general  storehouses. — At  the  outbreak  of  the  war  the 
enormous  and  immediate  increase  in  the  Navy's  ships,  industries, 
and  personnel  made  quick  action  imperative.  Accordingly,  allot- 
ments of  funds  were  made  by  the  department  from  the  naval  emer- 
gency fund  to  supplement  the  comparatively  small  specific  appro- 
priations, and  plans  and  specifications  were  prepared  for  large  rein- 
forced-concrete  general  storehouses  for  the  industrial  yards  and 
more  important  stations,  such  as  New  York,  Boston,  Philadelphia, 
Mare  Island,  Puget  Sound,  New  London,  Hampton  Roads,  Charles- 
ton, Pearl  Harbor,  and  Washington.  Contracts  were  awarded  dur- 
ing 1917,  in  the  order  named,  for  all  of  these  buildings. 

Fleet  supply  bases. — At  the  primary  bases  for  operations  on  the 
Atlantic  coast.  New  York  and  Hampton  Roads,  it  was  also  neces- 
sary to  provide  millions  of  square  feet  of  space  for  the  storage  of 
supplies  for  the  fleet. 

The  navy  yard  at  New  York  providing  neither  the  storage  space 
nor  the  requisite  room  for  expansion,  it  was  necessary  to  look  else- 
where on  the  water  front  for  a  location  for  an  adequate  fleet  supply 
base.  The  requisite  site  was  found  in  South  Brooklyn,  and  the  emi- 
nently  successful   construction  operation  carried  through  at  this 

317 


318  WAR   ACTIVITIES    OF   BUREAU    OF   YARDS  AXD   DOCKS. 

point  will   be   discussed   in   some   detail   at   another   place   in   this 
chapter. 

The  reasons  for  locating  the  other  fleet-supply  base  at  Hampton 
Roads  were  similar  to  those  which  determined  the  location  of  the 
Brooklj'n  supply  base — the  Hampton  Roads  site  was  more  to  be 
preferred  for  operating  reasons;  space  at  the  Norfolk  yard  was 
already  restricted  and  needed  for  industrial  purposes,  and  although 
no  storage  facilities  were  already  available  at  Hampton  Roads,  the 
space  and  water  front  were  more  than  ample  for  the  immediate  and 
future  development.  At  this  location,  besides  the  general  storehouse 
started  in  1917,  a  large  cold-storage  and  ice-manufacturing  plant, 
various  provisions  for  the  open  storage  of  nonperishable  materials, 
and  a  large  frame  temporary  storehouse  were  started  or  completed 
in  1917  and  were  followed  in  1918  by  additional  large  temporary 
storehouses  and  further  provisions  for  open  storage,  and  in  1919  by 
still  further  temporary  buildings  and  three  additional  permanent 
storehouses — a  six  and  a  one  story  general  storehouse  and  a  three- 
story  airplane  storehouse. 

Teuiporaiy  storage  facilities. — In  naval  appropriation  and  defi- 
ciency acts  passed  during  1917  and  1918  Congress  took  account  of 
the  necessity  of  a  general  fund  for  the  provision  of  emergency 
storage  by  appropriating  a  total  of  $5,700,000  under  the  heading 
"Temporary  storage  facilities.  Navy." 

With  this  fund  a  number  of  large  emergency  timber  storehouses 
were  rapidly  erected  at  Norfolk,  Philadelphia,  and  New  York;  the 
development  of  the  supply  base  at  Hampton  Roads  was  continued 
to  a  great  extent,  and  a  large  number  of  storage  projects  of  a  mis- 
cellaneous character  were  carried  out  at  practically  all  yards  and 
stations  of  any  importance,  thus  greatly  ameliorating  conditions 
but  by  no  means  affording  entire  relief. 

General  results. — Although  funds  in  excess  of  $30,000,000,  granted 
under  specific  and  general  appropriations,  have  been  expended 
for  storage  purposes  and  about  30  large  permanent  buildings 
and  over  100  temporary  and  minor  structures  have  been  erected 
since  1916,  providing  in  all  15,000,000  square  feet  of  storage  area, 
and  although  considerable  storage  space  in  addition  was  rented  at 
various  locations  and  space  was  used  in  Army  supply  bases,  it  is  a 
significant  fact  that  the  need  for  space  is  still  urgent  at  most  sta- 
tions, and  it  is  probable  that  practically  all  of  the  storage  facilities 
installed  merely  as  "  temporary  "  or  "  emergency  "  projects  will  be 
used  advantageously  for  many  years  to  come. 

The  foregoing  figures,  the  following  list  of  specific  appropriations 
for  storage  purposes,  and  this  chapter  generally,  do  not  cover  stor- 
age for  ordnance  and  ammunition,   fuel    (except  emergency  coal 


WAK  ACTIVITIES   OF   BUEEAU   OF   YARDS  AND   DOCKS.  319 


37022—21 21 


320  WAR    ACTIVITIKS    OF    BUREAU    OF    YARDS    AXD    DOCKS. 


/-Cmdt   ^l«v.  t 


iQl    •   THoor    •  T^larv- 


aa--o"J.  ao'o"^  to-Q'l  M'o"  J 


BUREAU    OF    YAKD5  &-  DOCKS- NAVY  DEPT. 

=  GENERAL,  PL^^^S  • 

^General 
Storehouse 

(DUILONGN? ) 


llNCH'30reET 


37022 — 21.      (To  face  page  320.) 


^ 


WAR   ACTIVITIES   OF   BUREAU   OF   YARD^;   AND   DOCKS. 


321 


depots),  and  fuel  oil,  nor  medical  supplies,  which  facilities  are  treated 
under  other  headings. 

Appropriations. — These   are  best   presented   in  tabular   form,  as 
follows : 

Specific  ui)i>ropri(itions  for  storage  .since  IDIG  (not  includiny  ordnance,  fuel,  and 

medical  storage). 


Date  of  ap- 
proval of  act. 


Oct.      6, 1917 


Appropriatioii. 


Mar. 
July 
Nov. 
Julv 
Mar. 
June 


28, 191S 
1,1918 
4.1918 

11.1919 
4.1917 
4, 1920 


Aug.   29,1910 


Mar. 
July 


4,1917 
1, 1918 


July  11, 1919 
Aug.  29,1916 
Julv  1,1918 
June  4. 1920 
Julv   11,1919 


Mar. 
July 
Mar. 
Mar. 
July 
July 
July 


4,1917 
1,1918 
4,1917 
4,1917 
1,1918 
11,1919 
1,1918 


Mar.  4,1917 

July  1,1918 

July  1, 1918 

Julv  11,1919 

June  4, 1920 

Oct.  (1.1917 


No. 


298 

298 
298 
298 
21.5 
218 
218 

218 
219 

219 
219 

219 
219 
220 
221 
221 
221 
221 
222 
222 
227 
229 
229 
229 
2.30 


Mar.      4.1917       232 


247 

2.53 

270 

270 
274 


Title. 


Temporary    storage    fa- 
cilities. 

do 

do 

do 

Navy  yard,  Portsmouth. 

Navvyard,  New  York.. 
do 


No. 


Su>)head. 
Title. 


.do. 


Navy  Yard,  Philadelphia 


.do. 
.do. 
.do. 
-do. 


Na%T  yard,  Washington  ., 

Xavv  vard.  Norfolk 

do^ 

do ; 

do 

Navv  vard,  Charleston. . . 

do 1 

Navy  yard,  Puget  Sound. i 

Naval  station,  Guam ' 

.do I 

do j 

Naval  station,    Guanta-  ' 

namo. 
Naval      station,      Pearl 

Harbor. 
Marine  barracks,   Phila- 
delphia. 
Naval     Academy,     An- 
napolis. 
Naval  .station,    Tutuila, 
Samoa. 

do 

Naval   fuel    depot,    San 

Diego. 
Naval    operating    base, 
Hampton  Roads. 


168     Lumber  yard  and  storage 

229  Storage  facilities 

233  Storage  facilities  for  gasoline  and 
'      turpentine. 

230  Steel  storage,  etc 

200  Quartermaster's    depot,     Marine 

Corps. 
204   do 

208  Depot  of  supplies 

209  Additional  land  for  above 

213     Pattern  shop  and  storage 

115     Model  storage 

234  Steel  and  luratjer  storage 

244     steel  storage 

241  Paint  and  oil  storehouse 

242  Pattern  shop  and  storage 

109  '  Storage  facilities 

114     Boat  storage 

220     Storage  facilities 

27    do 

31     Cold  storage 1 

36     Lumber  shed 

14     Storage  facilities 


63     Storehouse . 


4  Advance  base  storage... 
19  General  storage  building 
27     Storehouse 


30     Lumber  storage 

3     S  torehouse  and  fleet  landing 

2     Cold  storage 


Amount. 


$1,000,000.00 

500,000.00 

1,000,000.00 

3,200,000.00 

30,000.00 

500,000.00 

6,000.00 

200,000.00 
175,000.00 

200,000.00 
35, 000. 00 
41, 240. 23 

400,000.00 
05,000.00 

400,000.00 

220,000.00 
75,000.00 

400,000.00 
50,000.00 
10,000.00 

500,000.00 
5,000.00 
40,000.00 
5,000.00 
20,000.00 

100,000.00 
80, 000. 00 

100, 000. 00 

15,000.00 

5,000.00 
400,000.00 

300. 000. 00 


Emergency  fueling  plants. — Particularly  urgent  needs  during  the 
Avar  were  those  for  facilities  for  the  storage  of  coal  at  the  points  of 
troop  and  supply  embarkation  for  Europe,  and  for  facilities  for  the 
fueling  of  ships  without  a  moment's  delay  to  troops  or  cargo.  It 
will  be  recalled  in  this  connection  that  the  Navy,  through  the  Naval 
Overseas  Transportation  Service,  was  charged  with  the  whole  opera- 
tion of  transports  conveying  America's  contribution  to  the  western 
front.  These  storage  and  bunkering  facilities  and  their  effect  in 
reducing  the  turnaround  of  transports  are  discussed  under  the  head- 
ing "  Emergency  coal  and  bunkering  depots." 


322  WAR   ACTIVITIES    OF   BUEEAU    OF    YARDS   AXD   DOCKS. 

Some  of  the  larger  storage  projects  are  considered  of  sufficient 
general  and  engineering  interest  to  warrant  further  description, 
which  is  given  below  under  "  Details  of  design  and  construction  "  and 
"  Fleet  supply  bases." 

DETAILS  OF  DESIGN  AND  CONSTRUCTION. 

Permanent  general  storehouses. — In  connection  with  its  studies  on 
the  type  plans  for  permanent  general  storehouses  the  bureau  made 
analyses  of  the  various  types  of  fireproof  construction,  namely,  («) 
structural  steel  framework  with  reinforced-concrete  floor  slabs;  {h) 
the  reinforced-concrete  column,  girder,  beam,  and  slab;  and  (c)  rein- 
forced-concrete  column  and  flat-slab  construction.  The  outcome 
was  that  the  last-named  type,  as  had  been  expected,  was  found  to 
be  the  most  desirable  from  the  standpoints  of  economy,  speed  of  con- 
struction, floor  headroom,  and  daylighting,  and  (together  with  the 
second  named)  more  desirable  and  economical  than  steel  construc- 
tion from  the  standpoint  of  fireproofing. 

The  typical  new  general  storehouse  is  from  4  to  11  stories  in 
height,  and  is,  as  implied  above,  of  flat-slab  or  "  mushroom  "  con- 
struction, with  columns  spaced  20  or  21  feet  on  centers  in  both  direc- 
tions. The  four-way  system  of  reinforcement  was  almost  entirely 
used,  and  the  design  codes  of  the  Joint  Committee  on  Concrete  and 
Reinforced  Concrete,  the  Bureau  of  Yards  and  Docks,  and  the  city 
of  Chicago  were  used  in  various  instances. 

The  story  heights  generally  used  were  15  feet  for  the  first  and 
10  feet  6  inches  for  stories  above,  measured  from  floor  to  floor ;  stair- 
ways are  located  adjacent  to  outside  walls  of  buildings  in  fireproof 
wells;  elevators  are  also  located  in  fireproof  wells;  interior  fire 
walls  with  automatic  fire  doors  and  automatic  sprinkler  sj^stems 
are  provided  in  accordance  with  the  best  current  and  codified 
practice. 

In  the  more  recent  of  the  large  storehouses  the  elevators  are  ar- 
ranged in  banks  for  the  maximum  efficiency  in  operation  and  routing 
of  supi:>lies;  the  number  of  cars  is  amply  proportioned  to  the  floor 
areas  served,  and  the  size  of  car  platforms,  9  by  18  feet,  with  two 
end  doors  of  full  width,  adapts  them  to  the  use  of  storage-battery 
trucks  or  tractors  and  trailers.  The  usual  live-load  capacity  is  5 
tons  per  car. 

The  main  floors  are  generally  about  4  feet  above  street  level  and 
are  provided  with  outside  platforms  to  permit  of  trucking  material 
directly  into  and  from  railroad  cars  or  trucks.  As  a  further  aid  to 
"  keeping  goods  on  wheels  and  moving  "  while  in  transit,  ramps  are 
usually  provided  from  street  to  first-floor  level  for  the  use  of  storage- 
battery  trucks,  etc. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  323 


Six-story  general  storehouses.  Naval  Opcratiug  Base,  Hampton  Roads,  Va.     Buikliu^;  lUl. 


Six-story  general  storehouses.   Naval   ( ti"'ia  l  in,:;   liase,   Hampton    Koads.    \';i.      I'.uiMiii^    1' 


324  WAR   ACTIVITIES    Or    13LKKAU    OF    YARDS    AND    DOCKS. 


General  storehouse  cioui>,  Navy  Yard.  Wasliiugton.  D.  ('. 


Interior 


of  general  stor..house,  Navy  Yard,   Wa>hin„.m,    P.   C.    ^1.--.,,   ,rane   service. 


sngirudmal    ■  3ecKi©n. 


BUREAU    OF    YARDS  &  DOCKS- NAVY  DEPT. 

"GENERAL  PLANS" 


Storehouse 

us  NAVY  YARD  WASHINGTOK  DC 

SCALE 


37022 — 21.     (To  face  page  324.) 


6 — it  1  ri  i\r- 

'_ 'y,.,,.^i",.:.^"r..^i''...i'itiTi.„-..'Bi 


6ENCRAL  PIJ^NS- 

General 
Storehouse 

U  S  NAVY  YARD  WASMI^GTa■^.  DC 


D 


WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS.  325 


One-story  general  siurehuuse,  Naval  Oijerating  Base,  liaiii[>ion  itoads.  Va. 


General  storehouse,  Navy  Yard,  Puget  Sound,  Wasli. 


326  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS. 


General  storehouse,  Navy  Yard,  Puget  Sound,  Wash.     Interior  view,  top  floor. 


General  storehouse.  Navy  Yard,  I'uget   Sound,   Wash.      luteriui    view,  j^ruund  Hour. 


WAE  ACTIVITIES   OF   BUEEAU   OF    YARDS   AXD  DOCKS. 


327 


The  outside  faces  of  the  buildings  consist  of  concrete  wall  columns 
and  spandrel  beams,  hollow  brick  spandrel  walls,  and  steel  sash 
with  heavy  wire  glazing.  Because  of  the  heavy  loads  and  the 
foundation  conditions  existing  at  practically  all  navy  yards,  these 
buildings  have  been  founded  on  timber  or  concrete  piles.  The  illus- 
trations show  typical  floor  plans  and  exteriors. 

Considerable  speed  was  made  in  the  construction  of  some  of  these 
buildings,  notably  in  the  case  of  the  large  general  storehouses  at 
the  New  York  navy  yard  and  at  the  fleet  supply  base,  South  Brook- 
lyn, both  of  which  were  constructed  by  the  Turner  Construction  Co., 
of  New  York.  The  former  building,  the  largest  of  any  constructed, 
next  to  those  at  South  Brooklyn,  is  11  stories  high,  180  feet  Avide  by 
360  feet  long,  with  a  floor  area  of  713,000  square  feet,  and  it  was  com- 
pleted for  occupancy  in  six  and  one-half  months  after  the  contract 
was  signed.  The  two  large  general  storehouses  and  two  warehouses 
at  the  fleet  supply  base,  containing  together  2,300,000  square  feet  of 
storage  space,  were  made  ready  for  occupancy  in  seven  and  one-half 
months. 

Another  type  of  general  storehouse  needed  at  the  important  yards 
and  stations  is  a  one-story  building  with  suitable  crane  facilities  for 
the  storage  and  handling  of  heavy  material,  salvage  material,  mate- 
rial turned  in  from  ships,  etc.  Large  buildings  of  this  type  have 
been  erected  at  the  South  Brooklyn  and  Hampton  Roads  supply 
bases. 

The  following  table  shows  the  principal  permanent  storehouses 
constructed  and  the  more  important  characteristics  of  each : 

Permanent  naval  storage  projects  executed  subsequent  to  the  "preparedness 

act  "  of  August  29,  1916. 


Year 

Yard  or  station. 

Building.          ,--. 
ed. 

Width. 

Length. 

Numberof 
stories. 

Floor 
space. 

Type  of 
construction . 

Feet. 

Feet. 

Souare 
feet. 

Boston 

Generalstorehouse     1917 

185 

265 

6 

252,000 

Reinforced  con- 
crete     (flat 
slab.  1 

Do 

fGenera'storehouse  1  ,„,;, 
t    addition.               /  ^•'^'^ 

185 

f      265 
\      180 

2 

8 

1      385,000 

Do. 

New  London 

Genera  storehouse.     1917 

64 

224 

4 

57,000 

Do. 

New  York 

do 1917 

180 

360 

11 

713,000 

Do. 

South  Brooklyn 

do 1918 

200 

700 

8 

919,000 

Do. 

Do.... 

do 1918 

200 

700 

8 

1,120,000 

Do. 

Do 

Aircraft     store-       1917 
house. 

300 

383 

1 

115,000 

Steel,  brick,  etc. 

Do 

Warehouse 1918 

300 

355 

1 

106,500 

Timber,      tile, 
etc. 
Do. 

Do 

do 1918 

355 

361 

1 

157,000 

Philade'phia.... 

Genera:  storehouse      1917 

104 

424 

7 

307,000 

Reinforced  con- 
crete    (flat 
slab). 

Do 

do.... 1918 

183 

363 

7 

465,000 

Do. 

Do 

Aircraft  store-      1918 
house. 

180 

200 

6 

216,000 

Do 

do 1919 

300 

350 

1 

100,003 

328 


AVAR    .\CTIVITIES   OF   BUREAU   OF    YARD.S   AND   DOCKS. 


J'crinancnt  naval  atoirif/c  projects  executed  sulisequcnt   to   the  "  prepai'edness 
act  •'  of  August  29,  i.'^iC— Continued. 


Yard  or  station. 

Building. 

Generalstorehouse 
extension. 

Generalstorehouse 
do 

Year 
con- 
struct- 
ed. 

Width. 

Length. 

Number  of 
stories. 

Floor 
space. 

Type  of 
construction. 

Washington 

Hampton  Roads. 
Do 

1918 

1917 
1919 
1918 
1919 

1919 

1917 

1917 

1918 

1917 
1919 

1917 

Feet. 
150 

118 
118 
118 
170 

16S 

60 

64 

84 

120 
53 

01 

Fed. 
250 

495 
442 

5 
6 

Square 
feet- 
137,000 

350,000 
313,000 
92,0:0 
105,000 

405,000 

96,000 

128,000 

44,000 

288,000 
19,000 

37,000 

Reinforced  con- 
Crete    (flat 
slab.) 
Do. 
Do 

Do 

Do 

Do 

Charleston 

Mare  Island 

Cold  storage 

General  storehouse 

Aircraft   store- 
house. 
Generalstorehouse 

.    do 

263                     4 
614                      1 

935                     3 

320                     4 

404     4  and  base- 
ment. 
104                    5 

240                   10 
120                    :? 

Do. 
Structural  steel 
and  tile. 
Do. 

Reinforced  con- 
crete    (flat 
slab). 
Do 

Do 

Electrical     store- 
house. 
General  storehouse 
...    do 

Do 

Puget  Sound 

Annapolis 

Do. 

PearlHarbor 

General  storehouse 
extension. 

151 

4 

Crete    and 
brick. 
Reinforced  con- 
crete  (fla  t 
slab). 

Temporarj/  storehouses. — The  temporary  general  storehouses 
erected  are,  as  a  rule,  of  one  or  two  stories.  Timber  construction  was 
used  in  most  cases.  Concrete  ground  floors  were  used  as  the  material 
of  lowest  cost  consistent  with  durability  and  ease  in  trucking  and 
handling  stores.  In  some  instances  light  steel  buildings  of  a  portable 
unit  type  were  used. 

Some  of  the  largest  of  the  timber  buildings  erected  were :  Hampton 
Roads,  2  structures,  one  story,  265  by  720  feet ;  Norfolk,  2,  one  story, 
250  by  780  feet;  Philadelphia,  3,  one  story,  100  by  800  feet,  90  by  800 
feet,  60  by  800  feet:  Xew  York,  2,  two  story,  100  by  175  feet;  1,  two 
story,  84  by  175  feet :  South  Brooklyn,  2,  two  story,  350  by  380  feet, 
320  by  346  feet,  etc. 

In  most  cases  these  structures  were  Aery  rapidly  erected.  For 
instance,  the  265  by  720  foot  building  at  Hampton  Roads  Avas  con- 
structed in  28  days  from  the  date  of  authorization. 

Cold  storage. — Cold-storage  facilities  Avere  also  in  considerable  de- 
mand, and  small  plants  haA^e  been  installed  at  scA^eral  locations.  At 
the  naval  operating  base,  Hampton  Roads,  the  need  for  such  space, 
due  to  the  enormous  personnel  and  ships  and  stations  to  be  supplied, 
and  to  the  lack  of  available  commercial  facilities,  made  it  imperatiA'e 
for  the  Navy  to  construct  its  own  cold-storage  and  ice-manufacturing 
plant. 

The  building  is  118  feet  Avide  by  263  feet  long.  The  main  part  of 
the  building,  194  feet  long,  is  four  stories  high,  Avith  a  coil  loft 
additional.    Each  of  the  lower  floors  is  divided  into  six  longitudinal 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS   AND    DOCKS.  329 


jwrnrifinmn — tmrr       tTmir- :- . — 

Emergency   storehouse.    .\a\y    Yai'l,    riiiladi/lpliia,    I'a. 


Temporary  general  storehouse,  Navy  Yard,  Puget  Sound,  Wash. 


330  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 


^ 


\l  \ 


I- 


Wear  €le>/c>K<Dn 


€.aa>'  Qwyo^io^ 


\  licsEiRATiivQ  Plant 


.BUREAU     OF    YAeOS  &   DOCKS -NAVY  DEPT. 

■»  GENERAL  PLANS 


I 
1^ 


LOPERMINO  BA5£       MAMPTON  RQAD5,VA. 


SCALE 


37022 — 21.     (To  face  page  330.) 


r    '    ■    '    •    •    T    r    r    •    ■    <    ■[ 


j^RShjiidmH 


n.riK  twyor-crv 


^rtt+±±±!jr 


""^    '?^    *?    <?^ 


•QCNCRAL  PLANS 

REFRKiEiFiAnivG  Plant 

U  S  NAVAL  OFCFWINO  BASE      nAMPTON  ROADS  VA. 


Q 


WAR   ACTIVITIES   OF   BUEEAU   OF    YARDS   AND   DOCKS.  331 

insulated  compartments  devoted  to  cold  storage,  the  inner  compart- 
]iients  in  general  to  be  maintained  at  temperatures  to  30°  below 
freezing  point  and  the  outer  ones  to  freezing  or  higher  temperatures. 
The  fourth  floor  is  divided  into  14  compartments,  the  4  outer  of 
which  are  devoted  to  freezer  storage  and  the  inside  10  to  sharp- 
freezing  compartments  (zero  Fahrenheit). 

A  lean-to  building,  one  story  high,  69  feet  long,  separated  from  the 
main  storage  area  by  a  corridor,  contains  the  engine  and  compressor 
room,  the  freezing  tanks  for  ice  manufacture,  and  ice-storage  space. 
The  present  ice-manufacturing  capacity  of  the  plant  is  900,000  pounds 
l^er  day,  and  space  is  provided  for  the  addition  of  more  units. 

The  construction  of  the  building  framework  is  similar  to  that  of 
the  permanent  general  storehouses,  except  that  windows  are  neces- 
sarily omitted  in  storage  areas.  All  walls  and  partitions,  roof,  and 
main  and  fourth  floors  are  heavily  insulated  with  cork  board,  and 
refrigerator  doors  are  used  throughout  the  storage  areas. 

Two  electric  elevators  are  provided  to  carry  meats  and  provisions 
to  freezing  and  storage  rooms,  and  six  spiral  gravity  chutes  are  pro- 
vided for  carrying  meats  and  provisions  from  freezing  and  storage 
compartments  to  the  main  floor  for  shipment.  A  monorail  system 
is  provided  for  handling  meats  from  loading  platforms  to  the  fourth 
floor  via  the  elevators. 

Boat  storage. — Several  boat-storage  buildings,  of  various  capacities 
and  types  of  construction,  have  been  erected.  The  largest  of  these 
was  constructed  for  the  storage  of  heavy  and  bulky  general  storage  as 
well  as  of  boats  at  the  Philadelphia  yard.  It  has  a  steel  frame,  hollow 
terra-cotta  tile  walls,  wood  roof,  and  concrete  floor,  and  is  267  by  502 
feet  in  maximum  dimensions.  The  main  aisle  is  65  feet  wide,  and  is 
equipped  with  20-ton  traveling  cranes;  two  side  aisles  are  each  50 
feet  wide,  and  are  equipped  with  10-ton  traveling  cranes;  four 
smaller  aisles,  each  25  feet  wide,  and  one  of  which  is  provided  with 
5-ton  bridge  cranes,  are  located  along  the  south  side  of  the  main  aisles. 

At  Mare  Island  a  timber  building  80  by  320  feet  was  constructed, 
with  a  25-ton  traveling  crane,  and  racks  for  storing  boats  in  three 
tiers. 

Airplane  storage. — The  development  in  naval  aircraft  during  the 
war  made  necessary  the  installation  of  special  storage  facilities  for 
airplanes  and  aircraft  materials  at  certain  stations.  Large  buildings 
have  been  constructed  at  the  naval  aircraft  factory,  Philadelphia, 
and  at  the  supply  bases  at  Brooklyn  and  Hampton  Roads. 

The  Hampton  Eoads  building  is  three  stories  in  height,  168  feet 
wide  by  935  feet  long,  with  steel  frame,  tile  walls,  steel  sash,  rein- 
forced-concrete  floors,  gypsum  roof  slab,  etc.  An  open  aisle  runs 
longitudinally  through  the  center  of  the  building,  with  a  railroad 
track  at  the  ground  level,  and  with  10-ton  crane  service  above  third- 


332  WAR   ACTIVITIES   OF   BUREAU    OF    VARDS   AXD   DOCKS. 

floor  level,  so  that  heavy  and  bulky  parts,  crates,  etc..  can  be  handled 
directly  from  cars  to  loadin<r  platforms  at  the  various  floor  levels,  and 
vice  versa.  The  two  halves  of  the  building  are  connected  at  second 
and  third  floors  by  movable  transfer  bridges.  As  at  the  general 
storehouses,  elevators  and  outside  platforms  for  loading  cars  and 
trucks  at  the  first  floor  have  been  provided. 

This  large  building  was  constructed  by  the  H.  F.  Friestedt  Co.,  of 
Chicago,  and  was  comj)leted  for  partial  occupancy  in  :d)out  eight 
months  from  the  time  contract  was  entered  into. 

The  South  Brooklyn  aircraft  storehouse  is  also  of  steel  construc- 
tion, of  one  story,  with  three  main  aisles  equipped  with  2.',  and  5  ton 
cranes. 

The  Philadelphia  aircraft  factory,  including  the  storehouses,  is  dis- 
cussed in  the  chapter  *''  Shore  facilities  for  aviation." 

Metal  storage. — At  the  industrial  yards,  in  addition  to  the  facilities 
for  the  storage  of  plates,  shapes,  and  billets  at  structural  shops,  and 
metal,  etc.,  at  foundries  (described  in  chapter  •'  Shipbuilding  facili- 
ties"), a  special  storehouse  is  desirable  for  steel  and  other  metal 
stock  because  of  the  difficulty  of  handling  heavy  material  in  store- 
houses designed  for  the  lighter  loads  of  general  supplies,  and  because 
of  the  deterioration  of  metals  stored  in  the  open.  The  need  of  storage 
facilities  for  greatly  increased  stocks  of  metals  to  be  carried  because 
of  the  organization  of  the  Pacific  Fleet,  following  the  armistice,  made 
such  a  building  a  necessity  at  Puget  Sound.  The  metals  storehouse 
being  constructed  at  that  location  is  65  feet  wide  by  260  feet  long,  and 
forms  one-half  of  the  complete  project.  It  will  be  of  one  story,  steel- 
framed,  and  will  be  equipped  with  5-ton  cranes  spanning  the  Avidth  of 
the  building. 

A  permanent  metals  storehouse  was  constructed  at  Boston,  and 
temporary  buildings  for  the  same  purpose  at  New  York  and  other 
stations. 

Lumher  storage. — Among  the  many  pressing  ]:)roblems  approached 
in  1916  was  that  of  lumber  storage.  After  considerable  study  of  the 
conditions  at  navy  yards  and  of  the  report  of  the  then  recent  investi- 
gation conducted  by  the  Forest  Service  of  the  Department  of  Agricul- 
ture, a  type  plan  Avas  prepared  for  a  complete  lumber  stoi-age  layout. 
This  typical  plant  covered  an  area  about  450  by  1,000  feet,  provided  a 
receiving  and  sorting  shed  60  by  30  feet,  an  open-air  storage  area 
200  by  700  feet  served  by  standard-gauge  tracks  and  locomotive 
cranes,  storage  shed  188  by  500  feet,  and  a  dry-kiln  with  a  heated 
storage  building  87  b}'  300  feet.  This  plan  contemplated  storage  of 
lumber  generally  on  skids,  of  concrete  piers  and  steel  rails,  raised 
from  the  ground  to  allow  ventilation  of  piles,  and  canted  toward  one 
corner  to  allow  drainage  in  both  directions.  Adequate  surface  drain- 
age (and  subsurface  drainage,  where  necessary)  is  contemplated,  with 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AXD    DOCKS.  333 


Partial  interior  view,  boat  and  general  stci-aae  building,  Xavy  Yard,  Philadelphia,  Pa. 


Boat  storage   building   (timber;.  Navy   Yard.  Mare    Island,  Calif. 


334  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 


WAR   ACTIVITIES   OF   BUKEAU   OF    YARDS   AND   DOCKS.  335 


Lumber-storage  building  No.  1022,  Navy  Yard,  Charleston,  S.  C. 


Lumber-storage  building  No.  1078,  Navy  Yard,  Charleston,  S.   C. 
37022—21 22 


336  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS. 


Lumber-storage  building,  Navj'  Yard,  Portsmouth,  N.  H. 


I    11.^  iiliaiiilisc   jiicrs.   Naval    Oiioratiu.i;    ]'.:i--r.    Hamilton   Roads,   Va. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  337 

a  view  to  eliminating  continued  dampness  and  consequent  hazards  of 
rotting  infections.  A  fire-protection  system  is  worked  out  for  the 
entire  area,  including  automatic  sprinklers  for  buildings;  standard 
and  narrow  gauge  tracks  are  indicated  for  linking  up  the  various 
parts  of  the  lumber  yard  in  order  to  facilitate  direct  receiving,  trans- 
ferring, and  shipi)iiig  of  lumber. 

While  it  Avas  not  anticipated  that  this  plan  could  be  followed  in 
its  ultimate  detail  in  the  instalhition  of  lumber  storage  at  any  par- 
ticular navy  yard,  nevertheless  its  preparation  was  considered  desir- 
able as  a  standard  guide  for  provisions  to  be  made  in  the  design  of 
new  plants  or  additions  to  existing  ones. 

Since  1916  extensions  have  actually  been  made  to  a  number  of 
lumber  storage  areas  and  buildings  at  various  yards  and  stations, 
including  Portsmouth,  Boston,  New  York,  Philadelphia,  Norfolk, 
Washington,  Charleston,  Mare  Island,  Puget  Sound,  and  outlying 
stations.  At  Philadelphia  a  new  lumber-storage  plant  (including 
dry-kiln  and  heated  and  open  storage)  was  designed  and  constructed 
in  connection  wdth  the  naval  aircraft  factory  (see  chapter  "  Shore 
facilities  for  aviation''). 

Early  in  1918  the  congestion  in  lumber  storage  at  Norfolk  had  be- 
come so  great  that  it  was  neccssar}"  to  secure  space  for  this  purpose 
outside  the  yard.  Accordingly  a  tract  on  the  Elizabeth  Kiver 
adjoining  the  navy  3'ard  was  secured,  and  over  80  acres  of  this  land 
were  developed  during  the  summer  and  fall  of  1918.  This  emer- 
gency development  (knoAA-n  as  the  "'  lumber  annex  "  to  the  naA^y  yard) 
included  clearing,  grading,  and  drainage  operations  in  addition  to 
the  construction  of  the  required  lumber  bearers,  10  sheds  (six  40  by 
400  feet,  tAvo  70  by  400  feet,  and  tAvo  250  by  TTO  feet),  about  6  miles 
of  standard-gauge  railroad  track,  and  1|  miles  of  road.  Storage  was 
thus  proAided  for  Avhat  Avas  said  to  be  one  of  the  largest  stocks  of 
lumber  in  the  Avorld. 

Freight  sheds  and  piers. — Another  important  part  of  the  modern 
storage  development  planned  for  most  of  the  larger  yards  is  a  shed 
for  receiving  and  shipping  miscellaneous  3'ard  freight.  In  some  in- 
stances a  special  freight  pier  is  also  contemplated  to  preA'ent  con- 
gestion of  industrial  water-front  facilities  and  to  expedite  the  han- 
dling of  supplies,  loading  of  supply  ships,  etc. 

At  the  ISIare  Island  yard  a  freight  shed  has  long  been  an  urgent 
need,  Avhich  need  was  greatly  augmented  on  account  of  the  war  and 
the  expansion  of  the  Pacific  Fleet.  To  meet  this  need  a  frame  build- 
ing has  been  erected  on  the  AAater  front  at  the  A'ard  terminus  of  the 
causeAvay  connecting  A'ard  and  mainland — a  location  admirably  suited 
for  receiving  and  shipping  by  water,  rail,  or  truck.  The  part  of  this 
building  at  present  constructed  is  50  feet  wide  by  300  feet  long.     It 


338  WAII    ACTIVITIES    OF    BUEKAU    OF    YARDS    AND    DOCKS. 

is  set  at  right  angles  to  the  water  front,  with  a  railroad  track  along 
each  of  the  long  sides.  The  floor  is  4  feet  above  track  grade  for 
convenience  in  trucking  freight,  and  an  adjustable  inclined  apron, 
with  truck  escalator,  is  provided  at  the  quay  wall  for  unloading  from 
boats.  This  building  is  described  because  embodying  the  essential 
features  of  the  more  elaborate  freight  shed  project  proposed  for  the 
large  navy  yards. 

Although  urgently  needed,  no  piers  have  been  especially  con- 
structed for  freight  and  merchandise  handling  except  the  two  new 
125  by  1,400  foot  piers  at  the  Hampton  Roads  supply  station  de- 
scribed hereinafter. 

FLEET  SUPPLY  BASES. 

South  BrooJdyn,  X.  Y.^ — The  spring  of  1917,  with  the  Navy  at  war, 
developed  man}^  gigantic  problems,  among  which  was  the  purchase, 
assembling,  and  storing  of  upwards  of  $100,000,000  worth  of  mer- 
chandise covering  some  30,000  different  items.  The  Bureau  of  Sup- 
jilies  and  Accounts  were  charged  with  the  procurement  of  these  sup- 
plies, and  it  was  the  duty  of  the  Bureau  of  Yards  and  Docks  to  pro- 
vide adequate  facilities  to  insure  the  assembling  and  storing  of  these 
purchases  in  the  most  efficient  manner. 

An  inspection  of  the  principal  ports  where  supj^lies  were  to  be  as- 
sembled, namely,  Boston,  New  York,  Philadelphia,  Baltimore,  and 
Norfolk,  developed  the  fact  that  the  facilities  at  the  disposal  of  supply 
officers  there  were  of  an  obsolete  tj'pe.  It  would  appear  that  when  a 
building  was  not  fitted  to  be  used  for  any  otlier  purpose,  it  was  ad- 
judged fit  for  the  storage  of  merchandise  and  forthwith  turned  over  to 
the  supply  officer.  Hence,  at  the  beginning  of  the  war  the  storage 
Avarehouses  to  be  found  at  navy  yards  and  naval  stations  were  not  de- 
signed for  the  business  that  was  being  conducted  in  them. 

Operating  under  war  emergencies  the  correction  of  these  condi- 
tions was  extremely  difficult,  and  in  a  great  many  cases  impossible. 
The  bureau,  however,  began  a  study  of  the  situation  immediately, 
going  into  the  nature  of  the  various  commodities  that  were  purchased, 
stored,  and  distributed,  and  taking  into  consideration  the  points  from 
Avhich  these  commodities  were  assembled,  and  also  whether  they 
arrived  by  rail  or  water.  This  study  developed  that  it  was  necessary 
to  purchase  one,  two,  and  even  three  j^ears'  supplies  at  one  time  of 
certain  commodities,  as  the  source  of  supply  was  rapidly  being 
exhausted  by  the  purchases  of  our  allies  in  this  country.  The  far- 
reaching  Ijencfits  from  such  foresight  may  be  judged  when  it  is 
recalled  that  the  Navy  increased  its  personnel  from  65,000  to  over 
half  a  million  in  18  months. 

'Contributed  by  Cogiraander  E.  S.  Nugent  (C.  E.  C),  U.  S.  N.  R.  F.,  (inactive),  formerly 
projVft   managor. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


339 


340 


WAR   ACTIVITIES   OF   BUREAU    OF    YARDS    AND   DOCKS. 


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WAR  ACTIVITIES  OF   BUREAU    OF   YARDS  AND  DOCKS.  341 

The  bureau  ordered  a  scientific  study  with  the  object  of  devel- 
oping permanent,  efficient  supply  depots  with  a  full  complement  of 
railroad  facilities,  up-to-date  water  fronts,  and  the  most  modern 
handling  devices.  New  York  and  Norfolk  were  decided  upon  as 
locations  for  the  two  major  operations.    About  the  1st  of  December, 

1917,  a  board,  consisting  of  the  representatives  of  Operations,  Sup- 
plies and  Accounts,  and  Yards  and  Docks,  proceeded  to  New  York 
to  survey  and  report  conditions  facing  the  supply  officer  in  that  port 
in  so  far  as  storage  space  and  transportation  facilities  were  concerned. 

There  had  just  been  completed  at  this  time  over  half  gi  million 
square  feet  of  storage  space  at  the  New  York  yard.  There  was  also 
constructed,  under  construction,  or  under  lease  nearly  a  million 
square  feet  of  temporary  storage  space  in  the  vicinity  of  the  yard. 
A  site  in  South  Brooklyn  adjacent  to  the  terminal  warehouse  of  the 
Bush  Co.  had  already  been  selected  and  a  tract  of  land  taken  over 
from  the  city  of  New  York.  The  first  buildings  constructed  were 
on  this  city  property  and  were  of  temporary  character,  built  of 
timber,  each  two  stories  in  height,  and  319  by  346  feet  and  380  by 
450  feet  in  plan,  respectively.  They  were  completed  late  in  1917. 
A  building  of  the  American  Can  Co.  had  been  taken  over  for  use  as 
a  naval  clothing  factory,  as  had  also  been  one  other  factory  build- 
ing in  the  immediate  neighborhood.  The  large  New  York  City  pier 
at  the  end  of  Thirty-fifth  Street  was  taken  over  by  the  Navy  for 
loading  purposes. 

It  developed  that  these  facilities  were  not  even  halfway  meeting 
the  requirements.     With  the  Navy  going  at  top  speed  in  the  year 

1918,  the  report  of  the  board  set  forth  the  urgent  need  of  3,000,000 
square  feet  of  fireproof  permanent  storage  space  properly  equipped 
to  handle  upward  of  100,000  tons  a  month  in  and  out.  The  weight, 
number  of  cubic  feet  to  store,  the  necessary  equipment  to  handle 
in  and  out  of  stores,  the  nature  and  volume  of  each  commodity  for 
each  month  in  the  year  as  handled  by  the  supply  officer  were  all 
determined  by  the  representative  of  the  bureau,  as  was  also  the  dis- 
tribution to  be  made  from  the  port  of  New  York,  not  only  overseas 
but  to  other  points  on  the  Atlantic  coast.  The  source  of  the  supply 
from  which  these  commodities  would  flow,  the  method  by  which  they 
would  be  transported  to  the  storehouses,  and  the  points  to  which  they 
would  be  issued  seemed  to  control  the  location  of  a  central  and  dis- 
tributing storage  station,  which  afterwards  came  into  being  as  the 
Fleet  Supply  Base,  South  Brooklyn,  N.  Y. 

To  create  the  transit  facilities,  both  rail  and  water,  which  would 
have  been  necessary  to  insure  the  efficient  operation  of  a  plant  of  this 
magnitude  would  have  been  both  impracticable  and  extravagant 
as  a  war  emergency.  It  was  therefore  de  ided  to  tie  in  with  the 
large   industrial   storage   terminal   already   operating   with   a    full 


342  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AXD   DOCKS. 

equipment  of  piers,  railroad  facilities,  motor  trucks,  and  general 
traffic  arrangements. 

An  additional  site  was  purchased  on  the  northerly  end  of  the  Bush 
Terminals.  The  land  purchased  was  served  by  the  Bush  Indus- 
trial Eailroad,  seven  large  Bush  Terminal  piers,  and  five  modern 
piers  of  the  city  of  New  York ;  two  of  the  latter,  including  the  Thirty- 
fifth  Street  pier,  were  retained  from  the  city  for  exclusive  naval  use. 
With  the  above  complement  of  piers  and  railroad  facilities  the  land 
purchased  by  the  IS'^avy,  with  the  several  acres  (adjacent  to  the  city 
piers)  which  were  acquired  under  lease  for  the  period  of  the  war 
and  one  jenr  thereafter,  it  was  possible  to  design  and  construct  build- 
ings destined  to  meet  the  requirements  of  the  supply  officers  in  the 
port  of  New  York.  The  buildings  were  fitted  to  the  business  that  was 
to  be  conducted  in  them  rather  than  trying  to  fit  the  business  to  the 
buildings. 

Working  in  conjunction  with  the  Bureau  of  Supplies  and  Ac- 
counts, the  representative  of  Yards  and  Docks  was  able  to  lay  out 
the  entire  amount  of  merchandise  to  be  stored.  It  developed  that  a 
great  manj^  commodities  required  ground-floor  storage,  the  average 
being  far  in  excess  of  supplies  that  could  be  stored  on  the  upper 
floors  of  a  building.  With  it  clearly  established  what  amount  of 
ground-floor  space  would  be  needed,  and  the  amount  of  upper-floor 
space  that  could  be  utilized,  the  problem  began  to  take  some  definite 
shape.  It  was  at  this  point  decided  to  construct  on  the  land  leased 
from  the  city  of  New  York  only  one-story  buildings  of  a  semifire- 
proof  nature,  and  eight-story  fireproof  buildings  of  a  permanent  na- 
ture on  the  land  purchased. 

The  design  of  the  one-story  buildings  presented  quite  a  problem. 
They  were  designed  to  handle  shipments  arriving  by  both  rail  and 
water,  and  departing  in  the  same  manner,  some  individual  packages 
weighing  as  much  as  30  tons.  The  floors  of  these  warehouses  M^ere 
designed  on  a  4-foot  slope  from  Second  Avenue  to  the  marginal  way 
separating  warehouses  and  piers.  Freight  cars  could  thus  be  un- 
loaded at  the  Second  Avenue  end  with  their  floors  level  with  the 
warehouse  floor,  which  was,  in  effect,  an  enormous  ramp  assisting  the 
trucking  of  supplies  downhill  to  the  piers.  The  two  remaining  sides 
of  each  building  would  be  well  adapted  to  the  transfer  of  merchan- 
dise b}'^  horse-drawn  or  motor  trucks,  the  floor  being  situated  at  any 
convenient  level  according  to  the  door  approached. 

In  the  design  of  the  two  eight-story  buildings,  which  were  to  be 
TOO  by  200  feet,  it  was  necessary  to  consider  that  war  conditions 
would  not  always  prevail,  and  that  the  space  required  by  the  New 
York  supply  officer  would  materially  shrink  with  the  coming  of 
peace.     Hence  the  reason  for  the  tAvo  different  types  of  eight-story 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  343 

buildings.  One,  a  U-shaped  building,  was  eventually  to  be  used  for 
manufacturing  purposes,  more  particularly  the  manufacture  of  cloth- 
ing for  the  Navy.  Every  modern  equipment  for  elevating,  lowering, 
conveying,  or  transporting  merchandise  was  investigated  and  con- 
sidered in  the  design  of  these  buildings.  It  has  been  said  that  since 
these  buildings  have  been  under  operation  a  carload  of  nails  in  kegs 
was  unloaded  at  the  freight  platform,  transported  to  and  stored  on 
the  eighth  floor,  in  the  short  period  of  40  minutes. 

The  thought  carried  out  in  the  design  of  this  storage  terminal 
was  to  avoid  the  handling  of  merchandise  from  one  conveyance  to 
another,  from  the  time  it  arrived  at  the  buildings  to  be  stored  until 
it  actually  left  the  premises  for  its  final  destination. 

There  was  available,  in  close  proximity  to  the  site  selected  for  the 
fleet  supply  base,  the  largest  plant  in  the  world  producing  sand  and 
gravel  for  building  purposes.  Representatives  of  the  bureau  visited 
this  plant  and  practically  commandeered  its  output  to  be  used  in 
the  construction  of  the  base.  There  were  also  operating  along  the 
banks  of  the  Hudson  River  large  cement  mills.  With  these  two 
sources  of  supply  in  mind,  deliveries  to  be  made  from  each  by  water, 
thereby  avoiding  congestion  and  embargoes  almost  continuous  in  the 
port  of  New  \  ork  during  the  war  period,  it  was  recommended  and 
adopted  that  the  major  portion  of  the  plant  be  constructed  of  rein- 
forced concrete. 

A  contract  was  awarded  the  Turner  Construction  Co.,  of  New  York 
City,  on  a  cost-plus-a-fixed-fee  basis,  and  a  representative  of  the 
bureau  turned  over  to  the  company  the  preliminary  studies  which 
had  been  made,  and  he,  together  with  the  engineers  of  the  contractor, 
and  other  engineers  employed  from  time  to  time,  whipped  the  plans 
into  sufficient  shape  to  permit  the  work  to  start  21  daj^s  after  au- 
thority for  the  supply  base  had  been  secured  from  the  Secretary  of 
the  Navy. 

The  8-story  buildings  are  of  flat-slab  design,  of  the  same  type  of 
construction  as  the  other  permanent  general  storehouses  described 
herein.  The  equipment  of  the  larger  of  these  buildings  includes  2 
passenger  and  21  freight  elevators,  and  in  addition  3  automatic  ele- 
vating and  lowering  convej^ors  ("lowerators"). 

The  Turner  contract  also  included  the  two  1-story  semipermanent 
buildings  above  mentioned,  designated  as  warehouses  W-1  and  W-2 ; 
a  3,000-horsepower  permanent  power  plant  and  building ;  a  railroad 
system  and  classification  3^ard,  including  over  10  miles  of  track;  and 
two  float  bridges  to  permit  of  deliver}^  and  shipment  of  cars  and 
material  by  water  as  well  as  by  land.  Warehouses  W-1  and  W-2 
are  of  timber  and  hollow-tile  construction.  300  by  355  feet  and  355 
by  361  feet,  respectively,  and  are  located  on  the  city  property. 


344  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

In  addition  to  the  buildings  mentioned  above,  a  permanent  1-story 
steel-frame  brick  and  tile  aircraft  storehouse,  300  by  382  feet,  was 
constructed  on  the  city  tract  early  in  1918.  This  building  is  pro- 
vided with  5  and  2^  ton  crane  service  and  railroad  facilities. 

Exceedingly  rapid  time  was  made  by  the  Turner  Co.  in  the  con- 
struction necessary  to  place  the  bulk  of  the  supply  base  in  operation. 
The  two  large  8-story  permanent  storehouses  S-1  and  S-2  were  made 
ready  for  occupancy  in  seven  and  one-half  months,  and  the  power 
house  was  i^ut  in  operation  within  five  months  of  the  time  its  con- 
struction was  authorized.  The  Degnon  Contracting  Co.,  of  New 
York,  and  the  Austin  Co.,  of  Cleveland,  Ohio,  also  made  record  time 
in  the  construction  of  the  temporary  buildings  A  and  B  and  the 
aircraft  storehouse,  respectively. 

The  total  expenditures  for  the  fleet  supply  base  amounted  to  ap- 
proximately $12,000,000.  The  cost  of  the  two  8-story  concrete  store- 
houses was  approximately  $2,771,000  and  $2,623,000,  respectively. 
Warehouses  W-1  and  W-2  cost  approximately  $214,000  and  $295,000, 
respectively.  The  power  plant,  furnishing  power  to  all  of  the  units, 
cost  approximately  $572,000.  The  auxiliary  construction,  namely, 
railroad  tracks,  distributing  systems,  garage,  Marine  Corps  barracks, 
office  building,  float  bridges,  fire-alarm  system,  etc.,  brought  the 
grand  total  of  expenditures  up  to  the  $12,000,000  figure. 

Hampton  Roads,  Va. — A  general  description  of  the  development 
oC  the  great  naval  operating  base,  Hampton  Roads,  has  been  includec' 
in  another  chapter.  Among  the  earlier  projects  undertaken  at  the 
base,  in  1917,  were  the  6-story  reinforced-concrete  general  storehouse, 
of  the  type  already  described,  and  the  cold-storage  warehouse,  also 
described  in  some  detail  earlier  in  this  chapter.  Besides  these  two 
permanent  buildings,  seven  large  temporary  buildings  (two  265  by 
720  feet,  two  100  by  700  feet,  two  45  by  160^feet,  and  one  115  and  45 
by  350  feet)  were  completed  during  1917  and  1918,  and  various  open- 
storage  facilities  were  provided  for  such  materials  as  nets,  chain, 
mines,  etc.  During  1919  and  1920,  the  need  not  having  decreased, 
and  it  being  desirable  to  replace  much  rented  storage  space  by  Navy 
buildings,  the  development  of  this  fleet  supply  station  was  continued 
by  the  construction  of  additional  permanent  buildings — an  additional 
6-story  reinforced-concrete  general  storehouse,  118  by  442  feet;  a 
1-story  general  storehouse,  170  by  614  feet;  and  a  3-story  airplane 
storehouse,  168  by  935  feet.  (The  latter  two  buildings  are  also  de- 
scribed hereinbefore.)  In  addition  a  light  steel  building,  58  by  998 
feet,  was  shipped  from  the  Ford  shipbuilding  plant  at  Detroit,  Mich., 
where  it  was  no  longer  needed,  and  reerected  as  three  buildings,  two 
396  feet  long  and  one  196  feet  long. 

Two  merchandise  piers,  125  feet  wide  by  1,400  feet  long,  for  berth- 
ing, loading,  and  unloading  supply  ships,  barges,  etc.,  have  been 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS. 


345 


Fleet  supply  station  group,  Naval  Operating  Base,  Hampton  Roads,  Va. 


346  "\VAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND  DOCKS. 


Electiical  storehousi 


Mare  Island,  Calif. 


Advance-base  storehouse  for  Marine  Corps,  Navy  Yard,  riiiladLl|iliia,  I'a. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS.  347 

provided  opposite  the  supply  station.  These  piers  are  of  creosoted- 
timber  construction  and  are  provided  Avith  a  transit  shed  67  feet 
wide  and  1,192  feet  long.  Eailroad  tracks  are  located  on  one  side 
of  the  pier  and  ramps  for  loading  barges  and  small  boats  on  the 
other  side. 

The  auxiliary  improvements  at  the  supply  station  include  about 
9  miles  of  railroad  track,  several  miles  of  concrete  and  timber  roads, 
sewers,  water,  and  steam  and  electric  distributing  lines. 

EMERGENCY  COAL  AND  BUNKERING  DEPOTS. 

RESERVE  COAL  STORAGE. 

Xecessity. — ^To  prevent  a  recurrence  of  the  experience  of  the  winter 
of  1917-18,  when  the  shortage  of  coal  on  the  east  coast  was  so  acute 
as  seriously  to  cripple  shipping  out  of  the  ports,  and  to  provide 
against  a  shortage  due  to  a  possible  blockade  in  rail  transportation  to 
tidewater  points,  a  policy  was  formulated  early  in  1918  whereby 
emergency  storage  depots  for  coal  were  to  be  established  at  the  prin- 
cipal ports.  In  order  to  guard  against  the  possibility  of  interruption 
in  the  great  flow  of  material  and  troops  from  any  of  the  principal 
ports  under  the  severest  winter  conditions,  with  the  demand  for  coal 
at  a  maximum,  five  points  were  selected  for  the  collection  of  these 
reserve  supplies  of  coal,  namely,  Boston,  New  York,  Baltimore, 
Hampton  Roads,  and  Charleston.  Mr.  L.  H,  Sinclair,  of  the  bureau, 
had  engineering  charge  of  the  projects,  which  were  under  the  general 
supervision  of  Commander  C.  D.  Thurber  (C.  E.  C),  U.  S.  N. 

Constable  liooh^  N.  J.  {'port  of  Neio  York). — The  first  port  to  be 
provided  with  such  a  reserve  storage  depot  was  New  York,  where  a 
site  was  selected  at  Constable  Hook,  near  Bayonne,  N.  J.,  at  the 
terminal  of  the  Lehigh  Valley  Eailroad.  This  depot  was  authorized 
by  the  Secretary  of  the  Navy  under  date  of  May  6,  1918;  and  the 
Bureau  of  Yards  and  Docks,  cooperating  with  the  Bureau  of  Sup- 
plies and  Accounts,  began  active  development  on  June  5,  1918, 

On  the  site  selected  there  had  already  been  constructed  by  the 
Bethlehem  Steel  Co.  an  ore-unloading  dock,  fitted  with  two  ore- 
unloading  cranes,  one  of  the  Meacle-Morrison  type  and  one  of  the 
Hulette  type.  The  purpose  of  this  construction  was  to  unload 
Chilean  ore  for  use  in  the  blast  furnaces  at  Steelton  and  other 
points.  This  plant  was  taken  over  under  Navy  order,  and  suffi- 
cient land  immediately  adjacent  to  the  pier,  owned  by  the  Lehigh 
Valley  Eailroad,  was  also  taken.  A  contract  was  awarded  the 
Guarantee  Construction  Co.  on  June  5,  1918,  and  on  July  9, 1,000  feet 
of  timber  trestle,  with  the  necessary  ground  tracks,  had  been  con- 
structed and  the  first  collier  had  started  to  unload,  thus  beginning 
the  collection  of  a  reserve  of  coal  for  this  port. 


348  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 

The  original  contract  with  the  Guarantee  Co.  contemphited  the 
construction  of  sufficient  trestle  and  oround  tracks  to  store  250,000 
tons  of  coal.  This  was  added  to  from  time  to  time  until  sufficient 
trestle  had  been  built  to  store  700.000  tons  of  coal.  Part  of  the  stor- 
age was  subaqueous,  but  all  was  within  reach  of  15-ton  locomotive 
cranes  operating  from  ground  tracks  or  trestle,  a  provision  particu- 
larly necessary  in  case  of  fire. 

Considerable  difficulties  were  experienced  in  obtaining  material  for 
the  construction  of  this  plant,  inasmuch  as  all  of  the  lumber  had  to 
be  obtained  from  Texas.  As  this  lumber  was  of  such  sizes  as  were 
being  used  for  the  construction  of  wooden  ships,  priorities  had  to  be 
obtained  in  order  to  secure  it,  and  expediters  had  to  be  placed  on  in- 
dividual shipments  to  insure  its  delivery  at  Kew  York.  At  the  close 
of  the  contract  there  was  available  a  storage  depot  of  700,000  tons 
capacity,  equipped  with  twelve  15-ton  locomotive  cranes,  four  50-ton 
locomotives,  and  fifty  20-yard  side-dump  standard-gauge  railroad 
cars.  The  coal  from  the  plant  was  discharged  over  a  dumping  trestle 
into  barges,  which  were  towed  to  the  embarkation  piers  at  Hoboken, 
and  the  coal  was  there  loaded  on  transports  and  other  vessels  re- 
quiring it. 

The  cost  of  the  construction  of  this  plant  complete,  including  all 
equipment,  etc.,  was  $1,011,175. 

Boston,  Mass. — The  second  port  to  be  considered  was  Boston,  and 
under  order  of  the  Secretary  of  the  Navy,  dated  June  17,  1918,  ar- 
rangements were  made  for  the  storage  of  60,000  tons  of  coal  on  land 
owned  by  the  Commonwealth  of  Massachusetts,  and  located  adjacent 
to  an  existing  coal  plant  operated  by  the  Metropolitan  Coal  Co.  of 
the  city  of  Boston.  The  plant  constructed  at  this  location  consisted 
of  a  cableway  trestle,  approximatel}^  600  feet  long,  running  parallel 
and  being  connected  wath  the  cableway  trestle  of  the  Metropolitan 
Coal  Co.  The  coal  w^as  received  over  that  company's  receiving  towers 
and  cableway  at  the  trestle  constructed  hy  the  Navy,  and  there 
dumped  and  spread  by  locomotive  cranes  operating  on  the  ground. 
The  coal  Avas  reclaimed  b}^  locomotive  cranes  and  dumped  into  barges 
from  an  elevated  trestle  constructed  on  an  existing  pier  belonging  to 
the  CommouAvealth  of  Massachusetts. 

There  were  provided  at  this  plant  duplicate  driving  motors,  elec- 
trically driven,  for  service  in  case  the  steam-driven  cable  motors  of 
the  Metropolitan  Coal  Co.  should  fail,  electric  current  being  obtained 
from  the  city  of  Boston.  The  equipment  of  the  plant  consisted  of 
two  15-ton  locomotive  cranes,  one  50-ton  locomotive,  and  twelve  20- 
yard  side-dump  standard-gauge  railroad  cars,  with  the  necessary 
clamshell  buckets  for  cranes. 

The  total  cost  of  the  plant,  including  equipment,  was  $2-43,170. 

Charleston^  S.  C. — After  the  Boston  plant  had  been  well  started, 
attention   was   given   to   Charleston.   S.   C,   and.   under   Operations 


WAR   ACTIVITIES    OF    BUEEAU    OF    YARDS    AND   DOCKS.  349 


Hulette  unloader,  Emergency  Fuel  Depot,  Constable  Hook,  N.  J. 


Mead-Moi-rison  coal  unloader,  Emergency  Fuel  Depot,  Constable  Hook,  N.  J. 


350  WAR   ACTIVITIES   or    BUREAU    OF   YARDS   AXD   DOCKS. 


Loading  tram  mr  ucu 


jnstable  Hook,  N.  J. 


.^^fiar  *afefe^?^g^^^^ 


Dclivir.N   -ii   '■■•■n  10  barge,  Kinergoncy  Fuel  Depot.  <  ,,ii,i;i;  i^    Hook,  N.  J. 


WAK  ACTIVITIES   OF   BUREAU   OF   YAKDS   AjSTD  DOCKS.  351 

order  of  July  16,  1918,  arrangements  were  made  Avith  the  Southern 
Railway  for  the  use  of  a  plot  of  ground  adjacent  to  their  classifica- 
tion yards  and  lying  immediately  inshore  from  their  coal-dumping 
apparatus  on  the  Cooper  Eiver.  The  location  of  this  plot  of  ground 
was  approximately  halfway  between  the  city  of  Charleston  and  the 
navy  jurd,  where  it  would  insure  an  adequate  coal  supply  for  trans- 
ports and  overseas  vessels  departing  from  the  Army  depot  at  North 
Charleston. 

A  contract  was  entered  into  with  the  Charleston  Engineering  Co. 
for  the  construction  of  a  trestle,  with  the  necessary  ground  tracks, 
for  the  storage  of  200,000  tons  of  coal.  Use  was  made  of  one  of  the 
classification  tracks  of  the  Southern  Eailway  and  of  a  portion  of  the 
lands  of  the  Maybank  J^'ertilizer  Co.  and  the  Kennerty  estate.  This 
land  was  all  leased  for  a  period  of  years.  The  equipment  consisted 
of  four  locomotive  cranes  with  the  necessary  clamshell  buckets,  cars 
for  the  transportation  of  coal  from  the  depot  to  the  coal  dumper 
being  furnished  by  the  Southern  Railway  at  a  price  agreed  upon. 

The  total  cost  of  the  Charleston  plant,  including  equipment,  was 
$271,213. 

Baltimore^  Md. — Baltimore  was  next  given  consideration  on  ac- 
count of  the  increased  volume  of  shipping  leaving  this  port,  on  ac- 
count of  the  congested  conditions  existing  at  New  York,  Phila- 
delphia, and  Hampton  Roads,  and  on  account  of  the  construction  of 
an  Army  supply  depot  at  Curtis  Bay.  This  plant  was  constructed 
under  order  of  the  Secretary  of  the  Navy  dated  August  14,  1918,  and 
arrangements  were  made  with  the  Baltimore  &  Ohio  Railroad  for 
use  of  a  plot  of  ground  adjacent  to  their  Fairfield  classification  yard, 
near  Curtis  Bay,  Md.  The  Baltimore  &  Ohio  Railroad  undertook 
the  receipt  of  coal  from  this  plant  for  handling  to  barges  over  their 
coal  tipples  at  Curtis  Bay. 

A  contract  was  entered  into  with  the  Piel  -  Construction  Co.,  of 
Baltimore,  Md.,  for  the  construction  of  a  trestle,  with  the  necessary 
auxiliary  construction,  for  the  storage  of  200,000  tons  of  coal.  Con- 
siderable difficulty  was  experienced  in  the  construction  of  this  plant, 
due  to  the  lack  of  water  both  for  construction  work  and  for  supply 
to  locomotives  and  personnel.  To  overcome  this  handicap  a  contract 
was  made  as  a  supplement  to  the  original  for  the  driving  of  a  200- 
foot  well  on  the  property.  Work  was  progressing  very  satisfactorily 
on  this  plant  when  the  signing  of  the  armistice  brought  construction 
work  to  a  close.  Construction  work  was  canceled  at  this  time,  all 
of  the  material  salvaged,  and  the  site  turned  back  to  the  owners. 

In  all  of  the  cases  described  above  it  is  to  be  borne  in  mind  that 
these  plants  were  established  as  emergency  fuel  reserves,  the  coal 

37022—21 ^23 


352  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AXD   DOCKS. 

not  to  be  used  except  when  current  sources  of  suppl}'  failed.  The}' 
ilhistrate  in  a  striking  manner  the  mobilization  of  vast,  and  some- 
times inactive,  resources  demanded  by  war  conditions.  As  a  matter 
of  fact,  the  coal  reserves  established  as  above  were  hardly  touched, 
affording  a  sharp  contrast  with  the  plants  to  be  dealt  with  in  the 
following  section. 

BUNKERING  PLANTS. 

Necessity. — The  most  literal  and  direct  contribution  of  the  Bu- 
reau of  Yards  and  Docks  to  the  prosecution  of  the  actual  fighting 
on  the  western  front  was  made  as  the  result  of  a  peculiar  situation 
of  comparativeW  late  development. 

Throughout  the  course  of  the  war  the  Naval  Overseas  Transporta- 
tion Service  of  the  Office  of  Naval  Operations  had  been  operating  all 
United  States  transports  to  and  from  the  war  zone  W'ith  phenomenal 
success  at  all  times.  Coaling  of  such  vessels  was  a  necessary  part  of 
their  operation,  and  this  feature  was  taken  care  of  by  the  N.  O.  T.  S. 
at  the  ports  of  embarkation,  utilizing  commercial  facilities  which 
would  normally  remain  outside  the  cognizance  of  the  Bureau  of 
Yards  and  Docks. 

It  is  a  matter  of  common  note,  however,  that  a  large  proportion  of 
the  American  transportation  endeavor  was  concentrated  on  the 
maximum  utilization  of  the  German  shipping  Avhich  had  been  in- 
terned in  United  States  ports  since  1914  and  converted  to  American 
use  following  our  declaration  of  war.  Kapid  bunkering  of  these  ves- 
sels became  a  problem  as  the  peak  of  the  war  effort  was  approached. 
The}'  had  formerly  been  coaled  in  German  or  other  ports  equipped  to 
meet  their  special  requirements.  The  transports  of  the  Mount  Ver- 
non, George  Washington,  and  De  Kalh  type  were  fitted  with  small 
ports  near  the  water  line,  through  which  all  of  their  bunker  coal  had 
to  be  obtained.  There  w\as  little  equipment  at  our  ports  of  the  char- 
acter and  capacity  required  to  supply  such  coal  readily  to  these  ships, 
a  condition  which  materially  dela5'ed  the  turnaround  of  transports 
on  this  side  and  to  that  extent  abated  the  effectiveness  of  our  par- 
ticipation in  the  war. 

It  Avas  to  remedy  this  situation  at  the  princii)al  ports  of  embarka- 
tion for  men  and  materials  that  the  Bureau  of  Yards  and  Docks  was 
called  upon  as  the  agency  of  naval  shore  construction  to  assist  the 
Naval  Overseas  Transportation  Service  in  rushing  the  troops  and 
supplies  to  France. 

Hampton  Roads  and  Neicport  Neivs,  Va. — On  January  10,  1918, 
representatives  of  the  Bureau  of  Yards  and  Docks  and  the  Bureau 
of  Supplies  and  Accounts  visited  Hampton  Roads  with  a  view  to 
iletermining  what  arrangements  could  be  made  to  increase  the 
bunkering  capacity  of  this  port.     After  consultation  Avith  the  chief 


WAIl    ACTIVITIKS    OF    BUREAU    OF    YAHDS   AND    DOCKS.  353 


Be  Mayo  elevator  installation  at  Bunkering  Donot.  Pier  4.  Lamberts  Point,  Va. 


Mitchner  elevators,  stream  fueling  barge,  and  escalade  in  operation  at  Bunkering  Depot. 
Pier  4.  Lamberts  Point,  Va. 


354  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AKD   DOCKS. 


Derricks  for  supporting  De  Mayo  elevators.  Bunkering  Depot.  Newport  News.   V;i. 


De  Mayo  elevators  in  operation  al   I'.uiiL.  i  in;;  iKput,  Newport  News,   \'a. 


WAR   ACTIVITIES   OF   BUEEAU    OF   YARDS   AND   DOCKS.  355 

engineer  of  the  Norfolk  &  AVestern  Railroad,  the  officials  of  that 
railroad  decided  that  they  could  release  Pier  No.  4  of  their  coaling 
docks  for  use  by  the  Navy,  and  arrangements  were  made  to  install 
coaling  gear  on  this  pier  for  delivering  coal  to  the  side-ported  ships. 

After  consultation  with  representatives  of  the  Chesapeake  &  Ohio 
Railroad,  arrangements  were  made  with  them  for  the  use  of  Pier  No. 
10,  at  Newport  News,  provided  the  Army,  which  was  then  using  the 
pier,  would  allow  the  Navy  to  install  coaling  gear  for  use  in  bunker- 
ing transports.  The  Army  officials  at  the  port  of  embarkation  were 
interviewed,  and  they  decided  to  release  the  south  side  of  the  pier 
in  question,  whereupon  arrangements  were  made  for  the  installation 
of  derricks  for  handling  coaling  gear.  The  type  of  equipment  used 
on  these  piers  was  similar  to  that  in  use  in  New  York  Harbor  by  the 
De  Mayo  Coaling  Co.  and  installed  on  the  piers  of  the  International 
Mercantile  Marine  in  the  Chelsea  district.  After  considerable  nego- 
tiation, the  De  Mayo  Coaling  Co.  agreed  to  release  their  drawings 
and  patterns  for  this  equipment,  and  after  numerous  conferences  the 
Bureau  of  Construction  and  Repair  took  over  the  manufacture  of 
the  same.  The  De  Mayo  equipment  consisted  essentially  of  a  self- 
contained  bucket  conveyer,  electrically  driven,  with  special  handling 
features. 

Pier  No.  4,  located  at  Lamberts  Point,  was  remodeled  to  take  seven 
of  these  De  Mayo  elevators  resting  vertically  on  the  apron-  of  the 
pier.  Hoppers  were  located  inboard  from  the  elevators  so  that  coal 
could  be  dumped  from  the  upper  deck  of  the  pier  through  the  hop- 
pers to  the  bases  of  the  De  Mayo  elevators;  from  thence  it  was  ele- 
vated and  delivered  to  the  side  ports  of  the  ships  through  cylindrical 
chutes  approximately  16  inches  in  diameter.  Pier  No.  10  at  Newport 
News  was  equipped  with  derricks,  six  in  number,  of  10-ton  capacity, 
for  handling  the  De  Mayo  elevators.  In  this  case  elevators  were 
suspended  vertically  from  the  ends  of  the  booms  and  allowed  to 
reach  down  to  the  coal  in  barges,  the  elevator  lifting  the  coal  and 
delivering  it  through  cylindrical  chutes  to  the  side-ported  ships,  as  at 
Lamberts  Point. 

For  coaling  the  offshore  side  of  the  ship,  the  Mitchener  elevator, 
drawings  an4  pattern  of  which  were  obtained  from  the  Coast  Coal- 
ing Co.,  was  used,  the  machines  being  manufactured  under  the  in- 
spection of  the  Bureau  of  Construction  and  Repair  by  the  Wellman- 
Seaver-Morgan  Co.  These  machines  are  self-contained  units  of  the 
bucket  conveyer  type,  and  were  suspended  from  the  outside  of  the 
ship,  obtaining  coal  from  barges  lying  alongside.  The  capacity  of 
both  the  Mitchener  and  the  De  Mayo  elevators  was  approximately 
T5  tons  each  per  hour.  On  both  the  Lamberts  Point  and  Newport 
News  Piers  electrical  equipment  was  installed  to  operate  the  motors 
of  the  conveyers,  current  being  delivered  in  each  case  at  high  alter- 


356  WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS. 

nating-ciirrent  voltage  to  motor-generators  installed  on  the  piers, 
where  the  current  was  converted  to  110  volts,  direct  current.  All  of 
the  electrical  equipment,  including  motor-generators  and  distributing 
sj^stems,  w^as  installed  bv  James  Stewart  &  Co.,  of  New  York.  This 
company  also  i)erformed  the  work  of  strengthening  the  pier  at  Lam- 
berts Point  and  the  erection  of  the  derricks  at  Newport  News,  all  the 
:d)ove  operations  being  undertaken  as  an  extra  under  the  contract  for 
the  construction  of  bulkheads  and  piers  at  the  naval  operating  ])ase, 
Hampton  lioads,  Xn. 

In  addition  to  the  electrical  system  and  wharf  construction,  there 
Avere  constructed  at  Lamberts  Point  an  office  and  dormitory  building 
for  the  operators  of  the  coaling  equipment,  and  motor-generator 
house  inshore  from  the  pier;  and  at  Newport  New^s  a  barracks  build- 
ing, motor-generator  house,  tool  house,  and  office  building. 

In  order  to  allow  the  largest  transports  to  berth  at  both  Lamberts 
Point  and  NeAvport  News,  considerable  dredging  was  necessary, 
which  dredging  was  done  under  contracts  with  the  Norfolk  Dredg- 
ing Co.  and  JSIorris  &  Cummings.  Another  feature  of  these  bunker- 
ing depots  was  the  prejDaration  of  berths  so  that  transports  could  be 
coaled  during  all  kinds  of  w^eather.  The  Eoads  in  front  of  the  New- 
port News  Pier  during  the  winter  months  are  generally  choppy,  and 
the  fueling  barges  had  difficulty  in  operating  continuously.  Berths 
were  provided  b}'  driving  dolphins  under  shelter  of  the  shore  line  to 
the  south  of  Pier  No.  12  at  Newport  News,  thereby  affording  a  quiet 
harbor  for  coaling  operations  at  any  time.  By  the  installation  of 
this  coaling  equipment  for  bunkering  the  special  type  of  ships,  the 
time  of  turnaround  of  transports  in  Norfolk  Harbor  was  materiallj^ 
decreased. 

The  total  cost  of  the  work  at  Lamberts  Point  and  Newport  News 
was  approximately  $75,000 — an  insignificant  expenditure  for  the 
result  produced. 

Uohohen^  N .  J. — In  view  of  the  successful  operation  of  this  equip- 
ment at  Norfolk,  it  was  decided  to  seek  relief  in  the  same  manner  at 
the  port  of  embarkation,  Hoboken,  N.  J.  The  Army  during  the 
progress  of  the  war  had  taken  over  for  this  purpose  the  six  piers 
comprising  the  terminal  of  the  Hamburg-American  and  North  Ger- 
man Lloyd  Lines  at  Hoboken.  These  piers  were  designed  originally 
to  make  use  of  equipment  of  the  De  Mayo  Coaling  Co.,  and  the  prob- 
lem before  the  Navy  was  to  furnish  and  install  such  machinery. 
Some  of  the  comi)any's  equipment  was  commandeered  for  the  purpose, 
and  additional  derricks  and  electrical  equipment  were  installed  on 
Pier  No.  4.  The  first  installation  involved  the  construction  of  18 
derricks  on  the  north  and  south  sides  of  Pier  No.  4  and  the  north 
side  of  Pier  No.  5.    Electrical  equipment  was  available  on  the  piers 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS    AND   DOCKS.  357 

for  a  iDortion  of  this  machinery.  It  was  later  seen  that  it  would  be 
necessary  to  equip  all  of  the  piers  similarly,  including  Pier  No.  1 
of  the  Holland-American  Line,  which  pier  had  also  been  taken  over 
by  the  Army  for  embarkation  purposes. 

Upon  the  decision  to  equip  these  piers  with  coaling  apparatus,  it 
became  necessary  to  increase  the  electrical  facilities  of  all  of  them. 
This  involved  a  considerable  amount  of  work,  in  that  a  transmission 
line  had  to  be  constructed  from  the  Palisades  substation  of  the 
Public  Service  Corporation  of  New  Jersey  and  a  substation  had  to  be 
installed  at  the  piers  for  the  conversion  of  the  high-voltage  current. 
The  equipment  of  this  substation  consisted  of  two  1,000-kilowatt 
rotary  converters  and  one  500-kilowatt  motor-generator  set,  with  the 
necessary  transformers   and  switchboard  equipment.     There   were 
constructed  in  addition  to  this  two  motor-generator  houses,  each 
housing  one  300-kilowatt  set  for  delivering  current  to  the  extreme 
north  and  south  piers.    An  additional  feature  of  the  electrical  work 
was  the  installation  of  outlets  on  all  of  the  piers,  so  that  the  trans- 
ports when  loading  troops  and  cargo  could  shut  down  their  dynamos 
and  take  current  for  lighting  and  power  from  the  piers  direct,  thereby 
enabling  repairs  to  be  made  while  the  work  of  loading  was  going  on. 
The  work  of  equipping  these  piers  as  above  described  was  divided 
into  four  contracts :  One,  for  the  installation  of  derricks  on  all  the 
piers,  with  the  O'Eourke  Construction  Co.,  for  $95,477;  one,  for  the 
transmission  line  from  the  Palisades  substation  to  Hoboken,  with  the 
Public  Service  Corporation  of  New  Jersey,  for  $30,700 ;  one,  for  the 
construction   of  the   substation,   with   George   Fearon   &   Co.,  for 
$19,400;  and  one.  for  the  electrical  equipment,  with  Harry  Alexan- 
der (Inc.),  for  $-274,695,  making  a  total  cost  for  all  these  piers  of 
approximately  $420,000.    The  furnishing  of  all  of  the  coaling  equip- 
ment, that  is,  the  Mitchener  and  De  Mayo  elevators,  with  the  stream 
fueling  barges,  hoisting  equipment,  etc.,  was  under  the  cognizance 
of  the  Bureaus  of  Supplies  and  Accounts  and  Construction  and  Re- 
pair, the  Bureau  of  Yards  and  Docks  constructing  only  that  portion 
of  the  work  that  was  fixed  to  the  piers.    Upon  the  completion  of  the 
electrical  equipment  and  the  delivery  of  the  mechanical  equipment, 
transports  could  be  loaded  with  coal  at  the  same  time  that  troops  and 
cargo  were  being  put  aboard,  thereby  decreasing  considerably  the 
time  of  turnaround  of  the  transports  in  New  York  Harbor,  and  con- 
sequently materially  assisting  in  expediting  the  movement  of  troops 
and  materials  to  Europe. 

The  Hoboken  project  was  undertaken  in  June,  1918,  and  the  facili- 
ties provided  were  put  to  use  as  each  unit  became  available  The 
whole  installation  was  complete  and  in  full  operation  by  October, 
1918. 


358  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 

Lighting. — All  of  the  emergency  fuel  depots  and  bunl^ering  de- 
pots were  thoroughly  equipped  with  flood  lighting  systems,  so  that 
operation  could  proceed  both  day  and  night.  In  some  cases  portable 
acetylene  lights  were  used,  and  in  the  case  of  the  Constable  Hook 
depot  the  locomotive  cranes  were  each  equipped  with  high-power 
seachlights,  so  that  the  operator  would  at  all  times  have  a  flood  light 
on  his  individual  operation ;  in  all  other  cases  the  flood  light  system 
was  so  arranged  as  to  cover  the  whole  plant  during  the  hours  of 
darkness. 

Appropriations. — The  bunkering  depots  at  Newport  News  and 
Lamberts  Point  (Hampton  Eoads)  were  constructed  from  funds 
under  the  cognizance  of  the  Bureau  of  Yards  and  Docks,  appro- 
priation "  Contingent."  All  the  other  fuel  and  bunkering  depots 
above  described  were  provided  under  allotments  from  the  appropria- 
tion "  Fuel  and  transportation,  Navy." 


CHAPTER  XV. 
STORAGE  FOR  FUEL  OIL. 


The  gradual  reduction  in  the  supply  of  petroleum  from  wells  in 
the  United  States  had  led  to  the  recommendation  by  the  General 
Board  of  the  Navy  before  we  entered  the  war  that  large  facilities  for 
the  storage  of  fuel  oil  be  constructed  at  various  points  along  the  coasts 
in  order  that  there  might  be  provided  and  held  in  reserve  an  adequate 
supply,  which  would  presumably  be  secured  from  the  Mexican  oil 
fields.  The  construction  of  this  storage  was  not  considered  a  war 
project,  but  it  was  deemed  of  sufficient  importance  to  be  carried  on 
during  the  war.  The  general  scheme  of  storage  which  was  adopted 
consists  of  groups  of  reinforced-concrete  tanks,  rectangular  in  plan, 
and  placed  underground,  such  tanks  being  particularly  suitable  for 
the  storage  of  oils  of  low  specific  gravity,  which  the  Mexican  fields 
afford.  Such  oils  require  heating  for  easy  and  rapid  handling,  and 
the  plants  are  accordingly  equipped  with  apparatus  for  raising  the 
temperature  of  the  oil  to  a  degree  which  will  increase  its  fluidity. 
Steam  coils  are  also  installed  in  the  reservoirs  in  order  that  the 
temperature  of  the  oil  may  be  maintained  at  at  least  70°  F.,  and 
provision  is  made  for  cooling  it  to  105°  F.  or  less  before  it  is  placed 
on  board  the  ship,  this  being  required  because  of  the  fact  that  it  is 
inadvisable  to  store  hot  oil  on  vessels  carrying  supplies  of  high 
explosives. 

So  far  as  funds  would  allow,  the  fuel-oil  stations  were  provided 
with  fire-protection  systems,  using  a  foaming  mixture  which  forms  a 
blanket  of  bubbles  of  carbon  dioxide  gas  over  the  surface  of  the  oil 
in  case  of  fire,  all  automatically  controlled  by  thermostats. 

As  the  Navy  has  not  abandoned  the  use  of  steel  tanks  for  the 
storage  of  fuel  oil  and  gasoline,  the  bureau  has  also  constructed  a 
certain  amount  of  storage  of  that  type. 

The  first  of  the  new  storage  plants  to  be  placed  under  construction 
was  that  at  the  naval  station,  Guantanamo  Bay,  Cuba.  This  station 
thus  acquired  an  additional  storage  capacity  of  6,000,000  gallons  of 
fuel  oil  in  two  concrete  reservoirs.  Owing  to  the  diversion  of  ship- 
ping, the  contractor  had  very  considerable  difficulty  in  getting  mate- 
rials from  the  States  to  the  station.  The  other  storage  plants  which 
were  constructed  were  located  at  the  naval  fuel  depot,  Melville,  R.  I., 
where  there  were  constructed  two  reservoirs  with  a  total  capacity  of 

359 


360  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 

5.000,000  gallons:  nt  the  iiavv  yard.  Pu<ret  Sound,  with  two  reser- 
voirs having  a  total  capacity  of  9.800,000  gallons;  at  the  naval  fuel 
depot,  San  Diego.  Calif,,  with  one  reserA'oir  of  a  capacity  of  2,100,000 
gallons;  at  the  naval  station.  Pearl  Harbor,  Hawaii,  with  one  reser- 
voir with  a  capacity  of  7,800,000  gallons ;  and  at  the  naval  fuel  depot, 
Yorktown,  Va.,  where  there  were  constructed  eight  reservoirs  with  a 
combined  capacity  of  30,000,000  gallons.  The  reservoir  at  Pearl 
Harbor  was  built  b}^  station  labor,  while  all  the  others  were  con- 
structed under  contract. 

The  naval  fuel  depot  at  Yorktown  is  a  new  one,  established  pri- 
marily- for  the  purpose  of  storing  in  one  place  a  large  reserve  of  fuel 
oil.  When  the  work  w^as  started  no  facilities  whatever  were  available, 
and  it  was  necessary  first  to  build  a  pier  out  to  deep  water.  The 
York  River  is  very  shoal  for  a  long  distance  out  from  shore  at  this 
point,  and  a  wharf  2,160  feet  long  was  necessary.  It  was  found  that 
at  the  outer  end,  where  the  depth  is  sufficient  to  permit  large  ships 
to  come  alongside,  the  bottom  is  very  soft,  and  the  use  of  spliced  piles 
was  necessary.  The  difficulties  to  be  overcome  were  considerable,  but 
the  wharf  was  completed  and  was  ready  for  the  installation  of  the 
oil  pipe  line  in  ample  time. 

The  fuel-oil  storage  plants  which  have  been  described  above  were 
not  considered  of  great  urgency,  as  it  was  not  exi^ected  that  they 
would  be  used  during  the  World  AVar.  The  bureau  was  called  upon, 
however,  to  establish  a  certain  amount  of  fuel-oil  storage  in  France 
for  the  use  of  the  naval  forces  operating  in  European  waters.  The 
first  intimation  that  the  bureau  had  that  such  storage  would  be  re- 
quired was  contained  in  a  dispatch  from  Admiral  Sims  December  5, 
1917,  in  which  he  asked  for  .five  4,000-ton  tanks  to  be  installed  at 
Brest.  This  was  followed  by  a  dispatch  recommending  the  taking 
over  of  the  French  fuel-oil  stations  at  Brest,  Furt,  LaPallice,  and 
L'Orient,  Avhich  was  approved  by  the  Secretary  of  the  Navy.  There 
were  three  7,000-ton  steel  tanks  at  the  Xorfolk  Navy  Yard,  which 
had  been  erected,  but  had  never  been  filled  with  oil,  and  upon  receipt 
of  Admiral  Sims's  dispatch  a  message  was  forwarded  asking  if 
these  tanks  would  not  be  satisfactory  in  place  of  the  five  smaller 
ones  requested.  A  favorable  reply  being  received,  the  bureau  pro- 
ceeded immediately  to  disassemble  these  tanks,  arranging  with  the 
supply  officer  at  the  Norfolk  yard  to  attend  to  the  shipment.  At  the 
same  time  requisitions  were  prepared  for  other  tanks,  as  follows: 
Two  560-ton  tanks  for  oil  and  one  150-ton  tank  for  gasoline  for  in- 
stallation at  Brest,  and  nine  3,500-ton  fuel-oil  tanks,  three  each  to 
be  installed  at  the  stations  of  Furt,  LaPallice,  and  L'Orient,  as 
recommended  by  Admiral  Sims. 

The  three  large  tanks  at  Norfolk  were  taken  down  promptly  and 
were  shipped  abroad  in  March,  1918.     The  securing  of  the  12  smaller 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  361 

tanks  for  Avhich  requisition  had  been  prepared  was  somewhat  de- 
layed, as  the  contractor  for  them  deliberately  held  up  the  work  of 
fabrication  on  the  nine  large  ones,  raising  one  question  after  another 
as  to  the  interpretation  of  specifications,  etc.,  until  on  April  23,  1918, 
the  contract  was  annulled.  The  bureau  then  set  about  locating 
Morks  where  the  nine  oil  tanks  could  be  fabricated  quickly,  and  as  a 
result  two  contracts  were  made  four  days  later,  on  April  27,  one  for 
four  tanks  and  the  other  for  five. 

In  order  to  connect  up  the  new  tanks  at  the  stations  mentioned 
above  and  to  increase  the  handling  capacities,  a  considerable  quan- 
tity of  piping,  valves,  and  fittings  and  a  number  of  new  pumps  were 
required.  A  list  of  these  was  received  from  Admiral  Sims  on  Feb- 
ruary 2,  1918,  and  requisitions  covering  them  were  issued  on  Feb- 
ruary 5,  February  11,  and  February  18.  On  March  12  a  request 
was  received  for  two  additional  pumps  at  Brest,  and  a  few  days  later 
the  bureau  located  suitable  equipment  and  issued  requisitions  to 
cover  it. 

All  of  the  material  described  above  which  was  purchased  on  requi- 
sition was  delivered  at  the  navy  yard,  Philadelphia,  for  transship- 
ment to  France.  Considerable  difficulty  was  found  in  obtaining  cargo 
space  for  it,  as  priorities  had  been  established  on  Navy  transports, 
which  provided  that  first  choice  should  be  given  to  ordnance,  followed 
by  radio  material,  the  fuel-oil  equipment  having  to  take  any  space 
which  might  then  be  left. 

The  coordination  of  bureau  activities  with  the  demands  of  the 
war  is  well  illustrated  by  the  history  of  these  fuel-oil  projects  as 
they  actually  took  shape  on  French  soil  under  the  direction  of  offi- 
cers of  the  Corps  of  Civil  Engineers.  The  following  personal  ac- 
count is  supplied  by  one  of  these  officers,  Lieut.  C.  P.  Conrad 
(C.  E.  C),  U.  S.  N.  (resigned)  : 

The  fuel-oil  tanks  constructed  at  Brest  were  of  great  strategic  importance  to 
the  Navy,  as  tliey  made  it  possible  to  double  the  number  of  destroyers  based  on 
Brest  and  thus  to  double  the  protection  given  to  transports  and  store  ships 
against  submarine  attack. 

The  French  oil  depot  had  two  tanks  of  1,000  tons  each  and  two  of  2,500  tons 
each,  a  total  capacity  of  7,000  tons.  Since  this  was  less  than  the  cargo  of  one 
modern  transatlantic  tanker,  these  vessels  did  not  come  direct  to  Brest,  but 
went  to  England,  Brest  being  supplied  through  the  British  Admiralty  by  small 
tankers.  It  early  became  evident  that  our  needs  could  not  be  supplied  in  this 
way  and  that  additional  storage  must  be  provided  at  Brest. 

In  December,  1917,  word  was  received  by  the  force  commander  that  three 
tanks  of  7,000  tons  capacity  each  were  available  at  a  navy  yard  in  the  United 
States,'  and  could  be  knocked  down  for  shipment  to  Brest  if  space  could  be 
found  to  erect  them  there.  The  situation  was  explained  to  the  French,  who 
offered  us  a  triangular  tract  in  the  dockyard,  back  of  their  oil  station,  on  a 
narrow  strip  of  made  ground  fronting  on  the  inner  harbor.    This  location  made 

•  Norfolk  ;  see  above. 


362  WAR   ACTIVITIES   OF   BUREAU   OF   YAEDS   AND   DOCKS. 

it  imperative  to  observe  all  precautions  against  fire  and  overflow.  Our  pre- 
liuiinary  calculations  showed  that  the  tanks  with  necessary  basins  around 
them  could  be  fitted  into  the  parcel  by  placing  them  partly  in  excavation. 
Request  to  ship  the  tanks  was  cabled  to  Washington,  and  the  French  set  about 
to  prepare  the  foundations. 

The  cliaracteristics  of  the  made  ground  rendered  it  necessary  to  carry  tliese 
to  bedrock,  15  to  25  feet  below.  Wooden  piles  could  not  be  used,  as  the  French 
wanted  a  permanent  structure.  Material  was  not  obtainable  for  reinforced 
concrete  piles,  so  the  French  proposed  to  construct  the  foundation  slab  of  con- 
crete 3  feet  thick,  supported  on  five  concentric  masonry  walls  extending  to  rock. 
The  contractors  who  had  just  finished  two  800  by  120  foot  dry  docks  near  by 
and  still  had  their  equipment  on  the  ground  were  invited  to  bid.  They  sub- 
mitted reasonable  unit' prices  for  the  work,  but  wanted  10  months'  time. 

We  then  found  a  site  in  an  unused  quarry  on  the  hillside  back  of  the  French 
tanks,  and  about  90  feet  above  high  tide,  where  our  tanks  could  be  placed 
directly  on  the  ground  with  earth  embankments  around  them.  This  setting 
seemed  to  us  more  rapid  and  economical  than  that  on  the  flat  below,  but  the 
French  were  unalterably  opposed  to  it.  They  did  not  want  us  to  set  the  tanks 
outside  the  dockyard,  and  did  not  want  us  to  block  a  quarry  which  would  be 
used  again  when  harbor-improvement  work  was  resumed.  They  induced  the 
contractors  to  cut  down  the  time  to  four  months  for  completing  the  first  founda- 
tion, and  then  after  communicating  with  Paris  made  it  clear  that  they  would 
withdraw  their  cooperation  unless  we  accepted  the  site  first  offered.  Four 
months  was  the  minimum  time  in  which  we  could  expect  the  tanks  to  arrive, 
so  the  dockyard  site  was  adopted  and  work  started  on  the  foundation  on  Janu- 
ary 14,  1918.' 

The  contractors  used  a  gigantic  endless-chain  bucket  excavator,  of  the  type 
the  French  left  us  at  Panama,  to  remove  the  earth  down  to  bedrock  over  the 
entire  area  of  the  foundations.  Then  they  built  up  the  five  concentric  masonry 
walls  to  elevation  — 12  feet  below  ground  and  backfilled  between  them,  bring- 
ing the  earth  to  a  crown  in  each  annular  space.  A  concrete  slab  was  then 
placed  over  all,  having  a  minimum  thickness  of  3  feet  over  the  earth  crowns. 
This  concrete  was  laid  dry  and  rammed  into  place,  but  remained  porous.  It 
was  mixed  by  dumping  a  small  car  of  mortar,  made  in  a  batch  mixer  similar 
to  our  concrete  mixers,  into  a  tremie  with  two  cars  of  dry  crushed  rock.  As 
the  mortar  and  the  rock  dropped  together  through  the  16-foot  tremie  they  were 
more  or  less  perfectly  mixed  by  fixed  bars  within  this  cylinder.  The  strength 
of  this  concrete  was  never  tested,  as  the  factor  of  safety  in  the  design  seemed 
to  be  large  enough  to  take  care  of  any  weakness  in  the  materials. 

The  masonry  walls  forming  the  basin  were  carried  to  a  height  of  10  feet 
above  ground,  and  between  adjacent  tanks  the  division  wall  was  made  3  feet 
higher  than  the  top  of  the  tanks  "  to  prevent  the  spread  of  fire  from  one  basin 
to  another  should  the  tanks  explode." 

The  contractors  stipulated  in  signing  the  contract  that  labor  nuist  be  pro- 
cured for  them  by  the  Government.  Common  labor  was  imported  from  Spain, 
and  German  prisoners  were  successfully  used  as  masons,  as  the  local  supply  of 
labor  had  been  exhausted  by  French  military  and  industrial  needs. 

The  foundation  work  made  good  progress,  the  first  basin  being  75  per  cent 
complete  when  we  received  word  in  April  that  the  tanks  had  been  shipped. 
Machinist  La  Tourette,  U.  S.  N.  R.  F.,  arrived  about  May  1  to  take  charge  of 
erection  and  we  collected  the  scattered  force  that  had  been  sent  over  for  this 
work.    Most  of  the  men  had  come  in  an  aviation  draft,  without  ratings  to  desig- 

*  Tanks  were  shipped  in  March ;  see  above. 


WAE  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  363 

luite  theiu,  and  had  been  assigned  as  seamen  to  various  air  stations.  When  a 
call  was  sent  out  for  them  commanding  officers  were  loath  to  give  them  up,  as 
they  were  tlie  most  valuable  men  on  the  stations  for  construction  that  was  going 
on  everywhere  at  that  time.  Erecting  equipment  for  tank  work  had  been  ordered 
with  that  for  high-power  radio  construction,  but  at  the  time  the  Brest  tanks  were 
built  no  American  equipment  was  available.  Fortunately  ship  construction  was 
not  active  in  the  French  yard  and  we  were  able  to  borrow  and  have  made  there 
the  tools  we  needed.  An  air  line  of  pipe  borrowed  from  the  naval  air  station,  lie 
Tudy,  was  laid  a  distance  of  1,700  feet  from  the  compressors  that  were  to  serve 
the  new  French  dry  docks.  Wire-wound  air  hose  was  our  greatest  lack,  and 
fortunately  a  shipment  of  1,000  feet  came  in  for  the  Prometheus  at  this  time, 
and  Capt.  3Lyou  allowed  us  to  keep  half  of  it. 

Fortune^favored  us  in  a  much  bigger  way,  for  the  transport  bringing  the 
plates,  aft#',  it  struck  a  rock  at  the  entrance  of  Mengam  Channel,  was  safely 
brought  aloagside  the  dock  and  unloaded. 

The  contl'actors  completed  the  first  foundation  on  time,  May  14,  1918.  The 
first  bottom  was  fitted  and  bolted  May  23,  when  Admiral  Wilson  drove  the  first 
rivet.  The  top  ring  of  this  tank  was  completed  June  15,  and  a  waiting  tanker 
immediately  pumped  her  oil  in.  The  roof  was  riveted  with  the  tank  full  of  oil, 
resulting  in  unsavory  baths  for  two  of  the  buckers-up.  This  gang  of  90  men 
continued  work  day  and  night  uutil  the  three  tanks  were  entirely  completed, 
September  15,  1918,  increasing  the  storage  at  Brest  to  28,000  tons,  or  four  times 
the  capacity  of  the  French  depot.  Additional  pumps  and  distribution  pipe  to 
fuel  15  destroyers  in  six  hours  had  also  been  ordered  but  were  not  received  in 
Brest  until  after  the  armistice. 

Nine  tanks  of  3,500  tons  capacity  each  were  ordered  to  be  placed,  three  at 
1. 'Orient,  three  at  La  Pallice,  and  three  in  the  Gironde  River  at  Furt.  Com- 
plete pumping  equipment  and  distribution  systems  were  also  ordered  for  these 
stations.  The  tanks  arrived  about  September  1,^  and  active  work  was  in  prog- 
ress at  all  three  stations  when  the  armistice  came.  The  French  Navy  agreed 
to  take  over  the  material  for  L'Orient  and  La  Pallice,  but  requested  that  erec- 
tion be  stopped  as  the  tanks  might  be  more  useful  to  them  elsewhere.  The  tanks 
at  Furt  were  completed  and  sold  to  the  French  oil  company  owning  the  land 
there. 

The  French  Navy  very  willingly  took  over  the  tanks  at  Brest,  and  although 
ihere  had  been  no  previous  agreement  to  that  effect  assumed  the  entire  cost 
of  the  foundations  and  agreed  to  pay  the  United  States  Navy  for  the  tanks  at 
the  same  price  i>er  ton  as  their  tanks  had  cost  them  in  1914.  By  this  agree- 
ment the  French  assumed  78  per  cent  and  we  22  per  cent  of  the  war-time  cost 
of  tanks  built  for  our  own  needs. 

'  Contract  let  for  fabrication  Apr.  27  ;  see  above. 


CHAPTER  XVI. 
RADIO  STATIONS. 


As  the  naval  radio  stations  are  operated  by  the  Bureau  of  Engi- 
neering, the  initiation  of  new  radio  projects  rests  with  that  bureau. 
The  design  and  construction  .of  all  public  works  relating  to  them, 
however,  are  handled  by  the  Bureau  of  Yards  and  Docks,  which  ac- 
cordingly, when  requested  to  do  so.  has  designed  and  constructed 
many  new  stations,  as  well  as  additions  to  the  facilities  of  existing 
ones,  the  work  covering  self-supporting  towers,  varA'ing  in  height 
from  150  to  820  feet,  guyed  masts,  operating  buildings,  power  houses, 
quarters,  barracks,  water  and  sewerage  systems,  fences,  and  flood 
lighting. 

The  new  high-power  radio  stations  at  San  Diego,  Calif.,  Cavite, 
P.  I.,  and  Pearl  Harbor.  Hawaii,  were  placed  in  commission  about 
the  time  that  the  United  States  entered  the  war.  At  each  of  these 
stations  the  installation  consisted  of  three  600-foot  triangular  self- 
supporting  steel  towers  with  the  necessary  buildings,  these  stations 
forming  units  of  a  chain  of  high-power  stations  capable  of  long- 
distance communication.  While  this  chain  would  have  been  extended 
in  an}"  event,  the  Avork  was  considerably  expedited  on  account  of  the 
needs  which  arose  for  uninterrupted  communication  during  the  war. 
In  October,  1917,  the  bureau  awarded  contracts  for  towers  and 
buildings  for  a  high-power  station  at  Cayey,  Porto  Rico.  The  towers 
are  three  in  number  and  are  600  feet  high,  all  of  the  standard  design 
adopted  by  the  bureau  for  such  structures. 

Shortly  after  our  entrance  into  the  war  it  was  decided  that  a  new 
high-power  station  should  be  constructed  at  Annapolis,  and  in 
November,  1917,  the  bureau  entered  into  a  contract  for  four  600-foot 
towers,  to  be  constructed  on  Greenbury  Point,  across  the  Severn 
River  from  the  Naval  Academy.  At  the  same  time  the  construction 
of  an  operating  building,  quarters,  barracks,  wharf,  water-supply 
system,  fence,  and  all  other  public  works  necessary  to  a  complete 
station  was  undertaken,  and  the  work  pushed  in  every  possible  way. 
The  winter  of  1917-18  was  a  severe  one,  and  the  erection  of  high 
steel  towers  was  a  most  difficult  operation,  owing  to  the  snow  and 
sleet  which  covered  the  steel.  The  station  was  completed,  however, 
during  the  summer  of  1918.  and  the  first  message  was  sent  to  France 

365 


366  WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 

early  in  September.  At  the  time  of  its  completion  the  Annapolis 
station  was  the  most  powerful  one  in  the  United  States,  with  the 
exception  of  the  one  at  Xew  Brunswick,  N.  J.,  and  was  one  of  the 
most  powerful  in  the  world. 

In  January.  1918,  plans  were  completed  and  a  contract  let  for  the 
fabrication  of  the  steel  towers  for  the  mammoth  transatlantic 
radio  station  to  be  erected  at  Croix  d'Hins,  France.  This  great 
project  is  reserved  for  a  special  description,  appended  at  the  end  of 
the  present  chapter,  from  the  pens  of  the  civil  engineer  officers  in 
charge  of  construction  at  that  station  prior  and  subsequent  to  the 
armistice. 

In  addition  to  the  high-power  radio  stations  which  have  been  de- 
scribed briefly  above,  a  considerable  number  of  installations  of 
towers  and  buildings  for  radio  stations  of  more  moderate  power  were 
constructed.  Among  these  may  be  noted, the  two  300-foot  towers 
with  operating  building  and  quarters  at  the  navy  yard,  Philadelphia, 
which  were  completed  in  August,  1917;  the  addition  of  one  300-foot 
tower  to  the  two  existing  ones  at  the  navy  yard,  Charleston ;  the  two 
200-foot  steel  towers  at  St.  Thomas,  Virgin  Islands ;  the  erection  of 
two  masts  at  Port  au  Prince,  Haiti;  and  the  construction  of  bar- 
racks, operators'  quarters,  and  Marine  Corps  quarters  at  the  receiv- 
ing station,  Bar  Harbor,  Me.  The  addition  of  these  structures  at 
the  latter  station  was  of  great  importance,  as  Bar  Harbor  was  used 
for  the  receipt  of  all  messages  from  abroad. 

Another  project  of  comparatively  small  importance  but  of  some 
interest  was  the  station  established  on  Navassa  Island  in  the  West 
Indies,  where  the  existing  lighthouse  was  made  to  serve  as  one  of  the 
masts,  and  a  wooden  spar  65  feet  long  was  secured  for  the  other. 
This  spar  was  obtained  from  the  Norfolk  Navy  Yard  and  was  hur- 
riedly forwarded  by  one  of  the  ships  of  the  Panama  Railroad  Steam- 
ship Co.  As  the  steamer  makes  no  stop  at  Navassa,  where  there  is  no 
suitable  landing,  instructions  were  given  that  the  spar  be  thrown  over- 
board while  passing  the  island,  in  order  that  the  men  quartered  there 
might  pick  it  up  and  tow  it  ashore. 

In  addition  to  the  foregoing,  tlie  bureau  carried  through  a  large 
number  of  minor  projects  at  Charleston,  S.  C ;  New  Orleans,  La.; 
Keyport,  Wash,;  Seward,  Alaska;  Key  West,  Fla.;  Portland,  Me.: 
Portsmouth,  N.  H. ;  North  Truro,  Mass.;  and  St.  Augustine,  Fla. 

After  negotiations  had  been  handled  through  the  State  Depart- 
ment the  bureau  prepared  drawings  and  requisition  for  twenty 
200-foot  and  four  300-foot  self-supporting  steel  towers  for  the 
Cuban  Government.  These  towers  were  fabricated  in  the  United 
States  and  shipped  to  Cuba. 


WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS.  367 

THE  LAFAYETTE  RADIO  STATION,  CEOIX  D'HINS,   GIRONDE,  FRANCE.' 

Historical. — As  the  number  of  American  troops  in  France  increased  it  became 
apparent  during  the  latter  part  of  1917  that  the  capacity  of  existing  means 
of  transatlantic  communication  might  be  taxed  beyond  their  maximum  capacity 
by  the  constantly  increasing  volume  of  messages.  Added  to  this  condition  was 
tlie  ever-present  possiliility  that  communication  by  cable  might  be  hampered, 
if  not  entirely  suspended,  by  the  operation  of  enemy  submarines,  and  that  trans- 
atlantic radio  communication  might  be  similarly  affected  by  aerial  attack  or 
by  Interference  from  powerful  radio  installations  in  enemy  territory.  Gen. 
I'ershing  requested  as  a  war  measure  that  immediate  steps  be  taken  to  provide 
means  of  communication  that  would  assure  freedom  from  such  risks,  and 
accordingly  the  decision  was  taken  to  erect  at  some  point  in  France  a  radic- 
station  that  could  be  relied  upon  to  transmit  messages  across  the  Atlantic  under 
any  and  all  conditions  that  could  be  foreseen,  including  attempted  hostile 
interference  by  radio. 

Because  of  conditions  created  by  the  war,  it  was  evident  that  the  radio 
apiJaratus  and  the  towers  would  have  to  be  supplied  by  the  United  States,  and 
on  account  of  the  special  nature  of  the  entire  equipment  as  planned  it  was 
obvious  that  the  installation  and  erection  could  best  be  performed  by  American 
personnel. 

Inasmuch  as  radio  matters  in  the  United  States  were  handled  exclusively  by 
the  Navy  during  the  war,  and  for  the  additional  reason  that  the  Navy  had  had 
extensive  experience  with  the  construction  and  operation  of  high-power  radio 
installations,  the  work  of  designing,  fabricating,  installing,  and  erecting  the 
radio  apparatus  and  supporting  towers  was  intrusted  to  the  Navy  Department, 
the  bureaus  concerned  being  those  of  Steam  Engineering,  which  had  cognizance 
of  the  general  features  of  the  design  and  radio  characteristics  of  the  station,  and 
Yards  and  Docks,  in  charge  of  the  design  and  erection  of  the  towers  and 
of  the  public-works  features  in  general. 

The  French  Government  objected  to  the  presence  of  a  force  of  civilians 
working  under  a  contractor,  on  the  double  ground  of  the  discontent  that  might 
be  engendered  by  the  comparatively  high  wages  that  such  civilians  w^ould 
enjoy  and  the  difficulty  of  exercising  adequate  military  control  over  such  a 
contractor  and  his  employees.  It  was  accordingly  decided  that  the  whole 
operation  in  France  should  be  executed  by  a  military  force. 

The  loftiest  radio  towers  theretofore  built  by  the  Navy  Department  were 
600  feet  in  height,  but  for  the  reasons  already  stated  it  was  decided  that  those 
for  the  new  station  in  France  should  be  820  feet  high.  The  Bureau  of  Yards 
and  Docks  at  once  began  the  design  of  the  unprecedentedly  high  self-supporting 
towers,  and  by  strenuous  work  was  able  to  make  a  contract  in  January,  1918, 
for  the  fabrication  of  the  towers  and  their  delivery  at  the  navy  yard,  Phila- 
delphia, Pa.,  for  transshipment  overseas.  The  work  in  the  bureau's  drafting 
room  included  not  only  the  general  design  but  also  the  elaboration  of  all  shop 
details,  in  the  interest  of  saving  all  possible  time  in  the  letting  of  the  contract 
and  the  fabrication  of  the  work ;  and  it  is  greatly  to  the  credit  of  the  bureau's 
designers  and  draftsmen  in  this  instance  that  not  only  has  the  general  design 
of  the  towers  been  the  subject  of  most  favorable  comment  by  noted  French 
engineers  who  have  visited  the  site  during  and  after  erection  of  the  steel,  and 
who  have  scrutinized  the  design  quite  closely,  but  also  that  there  was  sub- 

>  Contributed  by  Commander  F.  H.  Cooke  (C.  E.  C),  U.  S.  N.,  in  charge  of  construction 
at  this  station  up  to  the  date  of  the  armistice. 

37022—21-- — 24 


368  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   A^STD   DOCKS. 

stantially  no  difficulty  experienced  in  the  erection  of  the  towers  attributable 
to  errors  in  detail  dimensions,  despite  the  high  pi'essure  under  which  the 
design  was  prepared  and  the  great  speed  with  which  it  was  accomplished. 

After  extended  conferences  between  American  and  French  radio  experts,  it 
was  decided  that  the  station  should  be  provided  with  eight  towers  arranged  in 
two  parallel  rows  of  four  each,  the  towers  being  set  on  the  centers  of  400-meter 
squares,  the  rectangle  formed  by  the  centers  of  the  end  towers  being  thus  400 
by  1,200  meters,  or  1,312  by  3,937  feet. 

The  site  selected  for  the  station  was  the  little  French  country  village  of 
Croix  d'  Hins,  in  the  Province  of  Gironde,  about  14  miles  southwest  of 
Bordeaux.  The  station  was  known  unofficially  as  the  Liberty  radio  station  until 
the  name  Lafayette  was  assigned  by  the  President. 

Preparatory  icork. — The  design  of  the  towers  having  been  completed  and  the 
contract  placed  for  the  delivery  of  the  fabricated  material,  it  was  next  neces- 
sary to  procure  the  equipment  for  erecting  the  towers  and  housing  for  the  per- 
sonnel to  be  sent  to  the  station.  The  force  itself  had  to  be  assembled.  It 
was  ascertained  that  it  \AOuld  be  necessary  to  construct  a  self-contained  encamp- 
ment, which,  in  view  of  its  isolation  and  the  distance  from  the  excitement  of 
the  fighting,  ought  to  be  in  extent  and  completeness  greatly  superior  to  an  ordi- 
nary construction  camp,  for  the  sake  of  creating  and  maintaining  contentment 
and  efficiency  in  the  personnel.  The  outcome  was  a  camp  which,  it  is  believed,, 
was  imsurpassed  in  its  provisions  for  comfort  and  recreation,  and  the  time  and 
labor  exjiended  on  it  were  amply  justified  by  its  results  in  morale. 

Taking  into  account  the  pressing  need  of  the  utmost  dispatch  in  putting 
the  station  in  operating  condition,  the  bureau  ordered  erection  equipment  on 
a  most  liberal  scale.  The  program  for  the  erection  contemplated  work  on  all 
eight  towers  simultaneously,  and  equipment  was  ordered  and  personnel  assem- 
bled on  this  basis. 

Included  in  the  erection  equipment  were  motor-driven  hoists  in  considerable 
number.  Comparatively  late  in  the  placing  of  these  orders,  it  was  learned 
that  electric  current  would  not  be  available  at  the  site  before  a  prohibitively 
late  date,  and,  inasmuch  as  the  hoists  had  been  ordered  on  information  from 
France  to  the  contrary  effect,  material  had  to  be  ordered  for  a  15-mile  high- 
tension  power-transmission  line  to  be  installed  by  the  radio  detachment  as  an 
additional  item. 

The  collective  height  of  the  eight  towers  at  this  station  is  6,560  feet,  as 
compared  with  the  1,800  feet  of  the  ordinary  three-tower  navy  radio  statior 
and  with  2,400  feet  at  the  Annapolis  station.  The  erection  of  high  radio  towers 
calls  for  expert  work,  and  accordingly  a  force  of  approximately  150  skilled  ste(;l 
erectors  were  enrolled  in  the  Naval  Resen^e  Force  especially  for  this  job.  in 
addition  to  approximately  450  men  in  a  wide  variety  of  ratings  for  .service  other 
than  work  aloft  on  the  towers.  A  number  of  officers  were  enrolled  in  the  Naval 
Reserve  Force  for  the  paramount  duty  of  supervising  and  directing  the  work  of 
the  steel  erectors,  and  the  rapid  progress  of  erection  on  the  first  four  towers 
was  directly  due  to  the  efficient  work  of  these  officers  and  men,  without  whose 
skill  the  elaborate  and  extensive  erection  equipment  would  have  been  of  but 
little  avail,  particularly  in  view  of  the  dizzy  height  at  which  most  of  the  work 
had  to  be  done. 

Included  in  the  personnel  especially  detailed  were  an  electrical  engineer  and 
a  force  of  experienced  linemen,  whose  expeditious  construction  of  the  power- 
transmission  line  quickly  provided  llie  camp  with  light  and  the  erectors  with 
power. 


37022—21.      (To  face  page   -AGS.) 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  369 

The  station's  organizatiou  included  a  supply  department,  upon  whose  efforts 
depended  the  highly  satisfactory  messing  and  canteen  service,  in  addition  to  that 
department's  ordinary  functions  of  handling  and  accounting  for  material. 
There  was  also  a  complete  hospital  unit,  including  an  officer  of  the  Dental 
Corps.  Recreational  and  amusement  features  were  very  successfully  admin- 
istered by  the  chaplain  and  other  oflicers  on  the  station. 

The  camp. — The  first  contingent  of  oflicers  and  men  arrived  in  France  in 
April,  1918,  and  the  officers  charged  with  the  construction  of  the  camp  and  the 
erection  of  the  towers  made  their  first  inspection  of  the  site  on  April  29. 
This  site  is  a  large  clearing,  about  1  mile  wide  by  3  miles  long,  in  the  midst 
of  the  pine  forests  that  cover  a  large  part  of  the  flat  country  of  southwestern 
France.  The  site  is  practically  level,  and  the  soil  is  a  fine  sand  of  indefinite 
depth.  At  the  time  of  this  examination  the  effect  of  the  winter  rains  was 
still  apparent,  the  ground  being  saturated  and  the  surface  covered  with  stand- 
ing water  in  considerable  areas.  The  drainage  system  consisted  of  several 
wide  and  comparatively  shallow  ditches  traversing  the  site  and  leading  to  a 
small  stream  some  miles  away,  and  it  was  at  once  apparent  that  the  sanitation 
of  the  camp  would  require  careful  treatment. 

On  account  of  the  comparatively  late  date  at  which  portable  buildings  and 
their  appurtenances  had  been  ordered,  authority  had  been  obtained  to  divert 
a  number  of  portable  buildings  from  the  aviation  stock  already  in  France  for 
use  in  beginning  the  construction  camp.  The  first  shipment  of  these  borrowed 
houses  arrived  at  Croix  d'Hins  on  May  28.  The  first  draft  of  enlisted  men, 
about  30  in  number,  arrived  on  tlie  29th,  and  were  quartered  temporarily  in 
a  French  "Adrian  "  barrack  that  fortunately  was  at  the  site.  This  barrack 
was  very  kindly  loaned  to  the  Americans  by  the  French  contractor  for  the 
tower  foundations,  after  extensive  inquiry  in  Bordeaux  and  Pauillac  had  de- 
veloped the  impossibility  of  obtaining  any  tents  from  either  the  American 
Army  or  Navy,  or  from  the  French. 

Emergency  messing  acconnnodations  for  this  first  contingent  had  also  to  be 
made, -and  after  an  unsatisfactory  experience  with  a  wayside  restaurauteur, 
sufficient  galley  and  mess  equipment  were  improvised  to  set  up  independent  sub- 
sistence arrangements  of  a  temporary  kind. 

These  first  days  were  very  rough  by  contrast  witli  the  later  period  after  the 
camp  was  finished.  Later  drafts  were  received  directly  into  well-ventilated 
electric-lighted  barracks,  where  they  slept  on  comfortable  cots,  with  more  than 
the  officially  prescribed  air  volume  per  man.  They  messed  at  clean,  comfort- 
able tables  in  cheerfully  lighted,  well-ventilated  mess  halls,  and  obtained  their 
food  fresh  and  hot  from  steam  tables  supplied  by  a  large  galley  plentifully 
equipped  with  the  most  modern  American  facilities. 

In  the  early  days  the  problem  of  water  supply  was  peiplexing.  The  local 
wells  were  at  once  condemned  by  tlie  sanitary  officers,  and  for  a  number  of 
weel^s  the  water  used  for  drinking  and  cooking  was  hauled  from  Bordeaux 
in  a  tank  wagon  borrowed  from  the  Ainny,  whose  leakage  was  at  first  a  serious 
factor  in  the  camp's  activities.  Water  could  be  had  by  digging  holes  almost 
anywhere  to  a  depth  of  about  5  feet,  but  this  was  not  suitable  for  drinking 
or  cooking,  nor  was  it  obtainable  in  any  quantity  for  other  purposes.  Never- 
theless it  was  the  only  recourse  for  bathing,  and,  until  better  facilities  were 
installed,  it  was  bailed  out  in  cans  and  so  used.  Tlie  contrast  between  this 
process  and  the  luxury  of  the  hot  and  cold  showers  and  modern  plumbing 
subsequently  placed  was  very  striking. 


370  WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND    DOCKS. 

When  the  first  contingent  arrived  at  Croix  d'Hins  there  was  a  Froneh-built 
raih-oad  siding  connecting  with  the  main  line  of  the  Midi  Kailroad,  but  extend- 
ing only  a  short  distance  into  the  site.  The  only  means  for  propelling  the  cars 
within  the  site  was  by  man  power,  supplemented  at  times  by  a  team  of  horses, 
hired  from  a  near-by  farmer,  and  the  work  of  unloading  material  and  erecting 
the  camp  was  frequently  interrupted  by  a  call  for  all  hands  to  push  the  freight 
cars.  The  French  contractor  for  the  tower  foundations  was  also  receiving 
considerable  material,  and  inasmuch  as  the  railroad  wye  was  not  then  built, 
frequent  perplexing  problems  arose  as  well  as  some  arguments  between  the 
Americans  and  the  French  as  to  the  right  of  way  on  the  single  track.  After 
scouring  Bordeaux  and  vicinity  an  old  "  Sotteville  "  locomotive,  built  before  the 
Franco-Prussian  war,  was  located  at  a  small  railroad  station  outside  the  city, 
and  was  hired  by  the  Americans.  Its  advent  at  the  station  was  hailed  with 
delight  by  both  the  French  and  Americans,  wliose  enthusiasm  was  evidenced 
by  the  respective  pseudonyms  liy  which  the  two  nationalities  designated  it. 
Its  performance  might,  in  general,  be  characterized  as  "  temperamental,"  but  by 
dint  of  careful  handling  and  judicious  repairs  it  was  made  to  play  an  invalu- 
able part  up  to  the  arrival  of  the  efiicient  new  American  switching  locomotive 
in  September,  1918. 

The  problem  of  a  permanent  water  supply  remained  unsolved  luitil  those  in 
charge  of  the  camp  were  directed  to  the  out-of-the-way  shop  of  an  elderly 
Bordeaux  citizen,  who  was  the  patentee  of  a  successful  system  for  extracting 
a  continuous  flow  of  water  from  the  sand  strata  of  the  region.  A  contract  was 
made  with  him  for  one  well  to  supply  at  least  10  cubic  meters  per  hour,  and 
after  considerable  delay  in  obtaining  the  requisite  materials,  he  began  oper- 
ations. His  efforts  were  watched  with  considerable  solicitude,  and  the  relief 
was  great  when  he  struck  a  copious  flow  of  water  at  a  depth  of  32  feet  below 
the  surface.  In  the  meanwhile,  pending  the  arrival  of  the  12,000-gallon  tank 
and  steel  tower,  ordered  in  the  States,  a  3,500-gallon  tank  had  fortunately  been 
found  at  a  winery  some  miles  from  Bordeaux  and  had  been  set  up  on  12-foot 
posts  in  anticipation  of  the  striking  of  water.  A  gasoline-driven  i)ump,  of 
limited  capacity,  was  borrowed  from  the  well  contractor,  and  did  service  for 
many  weeks.  This  temporary  installation  wrought  an  inunediate  and  welcome 
change  in  bathing  facilities  for  the  personnel,  inadequate  as  were  the  pump  and 
piping  installed,  and  it  was  not  long  until  the  first  permanent  bathhouse,  with 
heating  apparatus,  was  completed  and  supplied  from  this  source. 

Later  on  another  well  was  sunk,  and  by  means  of  two  electrically-driven 
pumps,  obtained  from  the  Army  at  Tours,  and  by  piping  obtained  from  the 
States,  or  borrowed  from  sundry  French  localities,  an  adequate  supply  of  potable 
water  was  piped  to  all  parts  of  the  camp,  with  fire  hydrants  and  hose  at 
various  points — all  in  striking  contrast  to  the  water  wagon  lumbering  and 
splashing  its  course  along  the  weary  miles  and  the  shallow  pools  of  uninviting 
water  at  the  bottom  of  holes  in  the  ground. 

On  account  of  the  flatness  of  the  site  and  the  general  condition  of  saturation 
to  be  expected  when  the  winter  rains  should  begin,  and  to  meet  the  require- 
ments of  sanitation  and  decency,  two  septic  tanks  were  built  alongside  the 
main  drainage  ditch  that  has  been  referred  to.  The  drainage  from  the  camp 
was  led  to  these  tanks  by  a  system  of  sewers  built  above  ground,  as  only  by 
these  means  could  it  bo  assured  that  the  tanks  would  not  be  flooded  in  winter. 
Winters  in  this  part  of  France  are  characterized  by  chilly  and  rainy  weather 
rather  than  by  low  temperature,  and  no  trouble  was  experienced  in  either  of 
the  winters  during  which  the  sewer  system  functioned  from  flooding  or  freez- 
ing, nor  has  there  been  any  trouble  from  the  sanitary  standpoint. 


WAIl   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  371 

The  completed  camp  is  indicated  on  tlie  .-iccompanying  layout  map,  ligure  1, 
and  comprised  the  following  buildings  : 

Square  feet. 

20  barracks 42,620 

Mess  hall  and  galley 9,655 

Officers'    quarters 4, 700 

Four  latrines 4,  400 

Recreation    building 5, 200 

Refrigerator    building 700 

Laundry 4,  300 

Two  administration  buildings 4,300 

Six  storehouses 14,  215 

Sick  bay  and  hospital 3,700 

Canteen,  carpenter  shop,   electrical  storehouse  and  office,   guardhouse, 
pump  house,  boiler  house,  garage,  tool  house 5,  467 

Total 97,  757 

In  addition  to  the  foregoing  buildings  there  were  constructed  a  motor- 
generator  house  and  an  assembly  and  repair  shop,  aggregating  8,193  square 
feet,  and  also  engine  houses  at  the  towers  and  A^arious  sheds.  The  procure- 
ment of  the  material  for  all  of  these  buildings  and  their  appurtenances  and  their 
delivery  at  the  site  required  a  great  deal  of  work.  For  example,  it  was  neces- 
sary to  run  trains  of  trucks  and  trailers  a  distance  of  some  50  miles  to  obtain 
lumber  from  an  American  lumbering  camp  in  the  pine  woods ;  it  was  necessary 
to  set  up  a  service  of  motor  trucks  between  a  quarry  and  the  railroad  station 
at  Dax,  about  80  miles  from  Croix  d'Hins,  to  obtain  stone  for  road  construc- 
tion ;  it  was  necessai-y  to  go  to  Tours  with  a  long  list  of  needed  materials, 
most  of  which  was  supplied  from  the  A.  E.  F.  depot  at  Gievx-es,  some  40  miles 
from  Tours;  the  A.  B.  F.  establishments  at  Bassens  and  St.  Sulpice,  on  the 
opposite  side  of  the  river  from  Bordeaux  were  continually  solicited  for  mate- 
rials, as  was  the  Navy  aviation  base  at  Pauillac;  and  in  addition  there  was  a 
constant  combing  of  French  sources  of  supply,  sadly  depleted  by  the  war  condi- 
tions. The  outcome  of  all  this  was  a  ci:nip  which,  it  is  believed,  was  not  sur- 
passed anywhere  in  France  in  completeness  and  comfort,  and  the  thanks  of 
all  who  enjoyed  these  comforts  are  due,  in  great  measure,  to  the  helpful  coop- 
eration of  the  Army  and  Navy  organizations  in  France,  and  to  the  French 
authorities  who  did  all  they  could  to  assist  the  enterprise. 

No  account  of  the  Croix  d'Hins  camp  is  complete  without  favorable  allusion 
to  the  recreation  building.  AVhatever  expense  was  entailed  by  its  ei-ection  and 
adequate  functioning  was  more  than  repaid  in  the  contentment  and  genuine 
enthusiasm  it  served  to  inspire.  Its  effectiveness  was  reflected  in  the  whole 
spirit  in  which  the  job  was  attacked ;  and  the  officer  in  charge  of  the  comple- 
tion of  the  towers,  after  the  suspension  of  work  following  the  armistice,  has 
voiced  the  opinion  that  an  outlay  of  .$10,000  on  the  recreation  building  and 
amusement  facilities  would  have  been  justified  and  would  have  paid  large 
returns  in  maintained  efficiency. 

Tr(ins)nission  line. — As  finally  built,  the  transmission  line  constructed  by  the 
Americans  was  about  11  miles  in  length,  and  supplied  current  at  11,500  volts, 
three-phase,  which  was  transformed  at  Croix  d'Hins  to  2,200  volts  by  a  bank 
of  three  single-phase  transformers,  and  again  transformed  to  220  volts  direct 
current  and  110  volts  alternating  current  by  motor-generators  and  secondary 
transformers,  for  power  and  light,  respectively.  The  route  traversed  pine 
forests,  country  roads,  and  private  grounds,  and  in  its  final  form  was  the  result 
of  a  great  deal  of  scouting  and  forest  ranging  on  the  one  hand ;  of  negotiation 
with  French  landowners  and  officials  on  the  other.  Shortage  of  materials  and 
breakdown  of  transformers  diversified  the  geographical  and  linguistic  problems 


372  WAR    ACTIVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS. 

from  fiuie  to  time,  but  the  work  was  carried  to  a  successful  conclusion  by 
untirinfr  and  persistent  effort,  and  the  camp  burst  into  a  blaze  of  light  on  the 
night  of  September  3,  191S.  At  first  the  current  was  shut  off  at  10  p.  m.  from 
the  French  station  in  the  outskirts  of  Boi'deaux.  but  before  long  authority  was 
obtained  for  all-night  service,  Avhich  continued  to  the  end  of  the  work. 

Although  six  steam  hoists  had  been  provided  in  addition  to  the  electric  hoists, 
the  latter  were  used  exclusively  in  the  completion  of  erection  after  the  armi- 
stice; the  average  daily  rate  of  consumption  of  power  was  120  kilowatts,  the 
maximum  for  any  one  hour  being  300  kilowatts. 

Tower  foundations. — The  design  and  construction  of  the  fouiulutions  for  the 
main  towers  were  handled  entirely  by  the  French.  These  foundations  are  of  an 
unusual  type,  consisting  essentially  of  a  reinforced  concrete  disk  about  40  feet 
in  diameter  at  substantially  the  surface  of  the  ground,  supported  by  28  j)i"ecast 
concrete  piles  driven  to  refusal,  and  surmounted  by  a  central  pedestal  12  feet 
high  and  approximately  8^  feet  in  diameter,  braced  to  the  bottom  disk  by  in- 
clined reiuforced-concrete  buttresses.  The  steel  shoes  for  the  tower  columns 
rest  in  recesses  formed  in  the  top  of  th(;  pedestals,  susbequently  filled  with  con- 
crete.   Figure  6  gives  a  good  idea  of  these  foundations. 

Tower  erection.— The  individual  towers  are  made  up  of  2G  panels,  panel  points 
A  to  Z,  inclusive,  as  shown  in  figure  2.  They  are  triangular  in  ])lan,  820  feet 
high,  220  feet  center  to  center  of  columns  at  base,  105  feet  center  to  center  of 
columns  at  panel  point  F,  215  feet  above  the  base,  and  9  feet  8*  inches  center  to 
center  at  the  top,  panel  point  Z.  The  tops  of  the  foundations  are  about  12  feet 
above  the  surface  of  the  ground,  and  above  panel  point  Z  there  is  a  steel  topmast 
18  feet  high,  thus  the  extreme  top  of  the  steel  is  850  feet  above  ground.  The 
weight  of  each  tower  is  substantially  560  tons. 

The  general  scheme  of  erection  devised  by  the  Bureau  of  Yards  and  Docks 
and  followed  in  the  field  contemplated  erection  to  panel  point  G  by  means  of  an 
"  erection  tower  "  supporting  three  120-foot  steel  booms,  one  for  each  leg  of  the 
main  tower,  stepped  at  panel  point  N.  Each  of  these  booms  was  provided  with 
its  own  hoist,  and  since  the  program  contemplated  erection  of  the  lower  part  of 
four  towers  and  the  upper  part  of  four  others  simultaneously,  it  is  obvious  that 
very  extensive  erection  gear  was  required.  This  equipment  was  designed  and 
ordered  by  the  bureau,  at  a  cost  of  approximately  $450,000.  Its  extent  and  cost 
were  fully  justified  by  the  need  for  the  most  expeditious  erection  possible,  and 
the  expectation  of  speed  was  realized  when  tower  erection  began. 

Panels  J  to  P  of  each  main  tower  were  utilized  as  erection  towers,  l)eing 
supix>rted  for  this  puri)ose  on  specially  built  concrete  foundations.  Figure  3 
shows  an  erection  tower  in  process  of  construction.  The  first  two  panels  of  the 
first  erection  towers  were  put  in  place  by  the  steel  gin  pole  provided  as  part  of 
the  erection  equipment,  the  pole  being  supported  on  the  ground  during  this 
operation ;  later  on,  when  locomotive  cranes  were  available,  these  two  panels 
were  erected  by  the  cranes.  The  remaining  panels  were  erected  by  the  steel 
gin  pole  suspended  and  operated  in  the  same  manner  as  Its  subsequent  use  in 
the  main  tower;  this  was  not  only  expeditious  but  useful  in  training  the  per- 
sonnel in  the  use  of  the  suspended  gin  pole.  Figure  4  shows  a  completely 
erected  and  equipped  erection  tower  in  use  in  erecting  the  lower  part  of  a  main 
tower. 

The  .scheme  of  erection  contemplated  the  use  of  the  gin  pole  alone  from  panel 
point  G  to  the  top,  the  length  and  weight  of  gin  pole  being  reduced  as  the  height 
of  erected  steel  increased.  This  program  was  successfully  carried  out  by  the 
force  that  completed  t)ie  erection  of  the  towers  when  work  was  resimied  after 
the  armistice.     Figure  5  gives  ;i  good  idea  of  this  jpliasc  of  the  ei'ectioii. 


VVAU    ACTIVITIKS   OF   BUREAU    OF    YARDS  AND   DOCKS. 


373 


Fig.   2. — Lafayette   Radio   Station.      Individual   tower   witli 
panel  points  indicated. 


374  WAR   ACTIVITIES   OF   BUREAU    OF   YARDS   AXD   DOCKS. 


Fin.  3.-Lnfnyptto  Radio  Station.     Erection  tower  in  process  of  construction. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS,  375 

Reference  to  figure  4  will  show  that  the  three  main  tower  legs  were  supported 
during  erection  by  guys.  Although  the  trussed  struts  at  panel  point  D  were  de- 
signed to  take  erection  stresses  in  the  absence  of  all  guys,  the  guys  were  kept 
in  place  until  the  trussing  at  panel  point  F  was  erected,  under  which  conditions 
the  "  portal "  or  lower  215  feet  of  the  tower  is  fully  self-supporting.  Figure  4 
shows  the  erection  of  the  D-trusses  in  a  single  lift. 

There  was  a  great  deal  of  difficulty  experienced  in  making  the  necessary  ar- 
rangements for  the  transportation  of  the  fabricated  structural  steel  and  heavy 
erection  equipment  to  Croix  d'Hins  from  the  point  of  discharge  of  vessels. 
This  difficmlty,  though  less  accentuated,  existed  with  respect  to  all  materials 
brought  to  the  station.  The  war  had  greatly  depleted  the  rolling  stock  avail- 
able, and  the  denrands  from  the  fighting  front  from  time  to  time  reduced  cars 
to  almost  nil.  Docking  facilities  were  hard  to  get,  as  the  port  of  Bordeaux  is 
limited  in  this  respect,  and  the  requisite  combination  of  docking  facilities  and 
transportation  from  dock  to  Croix  d'Hins  was  very  difficult  to  attain.  It  was 
only  by  dint  of  constant  activity  and  frequent  conferences  with  French  and 
American  officials,  including  a  strenuous  day  spent  among  the  offices  of  the 
vai'ious  ministries  at  Paris,  that  dockage  and  cars  were  obtained  and  materials 
unloaded  and  shipped  to  Croix  d'Hins,  and  this  battle  had  to  be  fought  prac- 
tically every  time  a  ship  carrying  radio  material  was  due  in  port.  The  hazards 
of  transatlantic  transportation  at  this  time  are  exemplified  by  the  fact  that  one 
ship  containing  more  than  1,000  tons  of  tower  steel,  or  substantially  25  per 
cent  of  the  total,  comprising  parts  of  seven  of  the  eight  towers,  was  narrowly 
missed  by  a  torpedo  fired  by  an  enemy  submarine  off  the  west  coast  of  France. 
If  this  torpedo  had  hit  its  mark,  Armistice  Day  would  have  seen  but  little  struc- 
tural steel  erected. 

The  erection-tower  steel  arrived  at  the  station  after  a  great  deal  of  other 
steel  had  been  delivered  and  sorted,  and  it  was  not  until  October  4,  1918,  that 
the  erection  of  the  first  erection  tower  began,  but  so  thorough  and  complete  was 
the  preliminary  work  by  the  tower-erection  force  that  erection  of  the  main 
towers  began  early  in  Novemher ;  towers  1  and  2  were  completed  to  panel  point 
F  during  the  week  ended  December  7,  1918.  and  towers  3  and  4  to  the  same 
point  during  the  week  ended  December  16. 

Among  the  items  of  preliminary  work  referred  to  may  be  cited  the  completion 
of  "dead-men"  (nine  per  tower  for  all  eight  towers),  the  construction  of  en- 
gine houses  and  setting  up  of  hoists,  both  steam  and  electric,  the  provision  of 
electric  power  and  compressed  air  at  all  parts  of  the  work,  the  construction 
of  an  assembly  and  repair  shop,  served  by  two  6-ton  stiff-leg  steel  derricks  bor- 
rowed from  the  Army  at  Bassens,  the  construction  of  spur  tracks  to  serve  the 
site  of  each  tower,  and  the  construction  of  foundations  for  the  erection  towers 
for  the  first  four  towers. 

A  healthy  spirit  of  competition  was  fostered  among  the  gangs  erecting  the 
respective  towers.  No  one  was  killed,  and  there  were  but  one  or  two  serious 
injuries.  The  rapidity  and  certainty  of  the  erection  is  most  complimentary  to 
all  concerned,  but  particularly  to  the  designers  in  the  bureau  and  the  officer? 
and  men  composing  the  tower-erection  force.  If  this  force  had  not  been  espe- 
cially recruited  for  this  particular  work,  there  would  have  been  a  very  different 
tale  to  tell. 

Noveml)er  11,  1918.  found  erection  in  progress  on  the  first  four  main  towers. 
The  military  necessity  for  early  completion  of  the  station  having  ceased  to 
exist,  it  was  decided  to  carry  the  erection  of  the  first  four  towers  to  a  iwint 
where  they  would  be  self-supporting  in  all  conditions  of  weather,  and  to  sus- 
pend erection  pending  further  decision.  Accordingly,  towers  1  to  4,  inclusive, 
were  carried  to  panel  point  F,  all  loose  erection  gear  was  sent  down  and  stowed. 


376  WAR   ACTIVITIES   OF   BUEEAU   OF    YARDS   AXD   DOCKS. 

and  all  made  snuj;'  and  secure  until  such  time  as  erection  should  be  resumed. 
The  bulk  of  enlisted  and  enrolled  personnel  and  most  of  the  officers  were  re- 
turned to  the  United  States  in  January,  February,  and  March,  1919. 

Post-armistice  erection.^ — Construction  having  been  stopped,  the  French  War 
Department,  after  some  consideration,  expressed  its  desire  to  have  the  work 
continued  as  an  after-war  project ;  but  being  unable  to  procure  French  labor 
sufficiently  skilled  in  such  work  to  insure  speedy  and  economical  completion,  re- 
quested the  United  States  Navy  Department  to  complete  the  station  for  the 
French  Government.  With  this  request  the  United  States  Government  com- 
plied and,  on  May  4,  1919,  work  was  recommenced  with  the  date  of  completion 
of  the  towers  fixed  as  January  14,  1920.  All  work,  with  the  exception  of  paint- 
ing, which  was  delayed  on  account  of  rain,  was  completed  on  December  1,  1919, 
44  days  ahead  of  contract  time.     Figure  7  is  a  view  of  the  completed  project. 

Camp  and  personnel  notes. — The  actual  camp  construction  work  was  under- 
taken, all  preliminary  work  and  25  per  cent  of  steel  erection  completed  prior  to 
December,  1918,  by  enlisted  personnel  of  the  regular  and  reserve  forces  of  the 
Navy.  It  is  believed  that  never  before  has  a  project  of  such  magnitude  and 
unusual  chai'acter  been  undertaken  by  any  naval  service,  and  the  rapidity  with 
which  the  work  progressed  and  the  excellent  character  of  the  work  done 
remain  a  testimonial  to  the  marked  efficiency  which  the  United  States  Navy  had 
developed  prior  to  the  close  of  the  Great  War.  When  work  was  recommenced 
after  the  conclusion  of  the  war,  it  was  considered  an  injustice  to  the  enlisted 
personnel  of  the  Navy  to  expect  it  to  continue  the  work  at  the  enlisted  rate  of 
pay,  especially  as  the  military  necessity  for  the  station  no  longer  remained,  and, 
accordingly,  the  Navy  Department  let  the  completion  of  the  work  by  contract 
to  the  Pittsburgh-Des  Moines  Steel  Co.  By  the  conditions  of  its  contract  the 
Navy  Department  furnished  everything  necessary  for  the  work  with  the  excep- 
tion of  labor.  This  included  transportation  of  employees  to  and  from  France, 
food  and  housing  for  employees,  office  space,  and  all  equipment  and  material. 

It  is  interesting  to  note  the  accommodations  furnished  the  workmen.  Owing 
to  the  isolated  location  of  the  station  and  the  belief  that  contentment  spells 
efliciency,  every  effort  was  made  by  the  naval  authorities  to  take  care  of  the 
men  properly.  The  results  obtained  may  well  serve  as  an  example  for  others 
engaged  in  similar  work  in  a  foreign  country.  Space  in  the  Navy  standard 
portable  barracks,  which  are  light  and  airy,  well  ventilated,  and  easily  heated 
in  winter,  was  provided  at  the  rate  of  500  cubic  feet  per  man.  A  substantial 
iron  cot  with  good  springs,  mattress,  four  sheets,  and  two  pillow  cases  was  given 
each  man.  Foremen  were  assigned  to  separate  barracks  with  double  space. 
Superintendents  aJid  office  force  were  quartered  in  officers'  barracks.  Two 
medical  officers  and  one  dental  officer  were  provided  and  furnished  their  serv- 
ices to  all  without  charge.  A  dry  canteen  where  Navy  standard  shoes  and 
clothing  (uniforms  excepted),  candies,  sweets,  tobacco,  soap,  and  other  neces- 
sary articles  might  be  bought,  was  run  by  the  Government  without  profit.  A 
branch  post  office  where  money  orders  might  be  purchased  was  established. 
Excellent  me.sses  for  foremen  and  workmen  were  maintained  and  run  by  the 
Government  without  cost  to  the  employees.  The  food  served  was  the  Navy 
standard  ration  somewhat  altered  to  meet  the  requirements  of  steel  workers. 
These  messes  were  models  of  cleanliness  and  were  up  to  date  in  every  respect. 
They  were  run  on  the  cafeteria  system  and  all  modern  culinary  apparatus  was 
provided  to  insure  success.    When  it  is  realized  that  400  men  were  served  three 

'The  succeeding  paragraphs  relative  to  the  Croix  d'Hins  project  have  been  abstracted, 
by  permission,  from  an  article  by  I.ieut.  Commander  D.  Graham  Copeland  (C.  E.  C), 
U.  S.  N.  (resigned),  published  in  United  States  Naval  Institute  Proceedings  for  Decem- 
ber, 1920. 


WAR   ACTIVITIF.S   OF   BUIIEAU   OF    YAKDS   AND   DOCKS. 


377 


ni  I.    I   «   «'.  .., .^ « *.-«- - 


378  WAR    ACTIVITIKS    OF    lUTltl.AU    OF    YARDS    AXD    IXKIKS. 


Fig.  6. — Lafayetto  Radio  Station.    .Tower  fnotiiiu:s  a«  dcsic'iiort   i.v    i  ic 

engineei'si. 


I,at:l.\<'ttc    l;;l<li(i    .<l:llinll.        Ijl-cnillli'    (iT    rnllllilclrd    Inwcr: 


WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND  DOCKS.  379 

times  :i  day  in  less  than  12  minutes  per  meal,  it  will  be  seen  how  thorough  this 
detail  was.  There  was  scarcely  ever  a  complaint  received.  The  cost  of  the 
service  to  the  Government  was  extremely  low.  averaging  about  90  cents  per 
man  per  day. 

Owing  to  the  prevalence  throughout  France  of  skin  diseases,  which  are 
spread  chiefly  by  hand  laundries  where  all  kinds  of  clothing  are  washed  in 
tlie  same  tub  or  pool,  it  was  found  necessary  to  install  a  modern  steam  laundry 
to  take  care  of  the  force's  laundry.  This  was  the  only  service  for  which  the 
Government  charged,  but  charges  were  just  suflScient  to  cover  cost  of  operation 
and  replacement.  From  the  start  the  laundry  was  well  patronized,  and  its  use 
soon  caused  an  abrupt  drop  in  the  number  of  admissions  to  the  sick  list. 

The  design  and  general  layout  of  tliis  radio  station  were  made  under  the 
cognizance  of  the  Bureau  of  Engineering.  The  public  works  features,  including 
the  design  and  preparation  of  all  plans  for  the  towers,  were  carried  out  by  the 
Bureau  of  Yards  and  Docks,  under  the  direction  of  Commander  E.  C.  Sherman 
(C.  E.  C),  U.  S.  N.  R.  F.,  project  manager,  and  Mr.  J.  T.  Maguire,  assistant. 
The  actual  computations  involved  were  made  by  Mr.  A.  E.  Falconer,  of  the 
Bureau  of  Yards  and  Docks,  who  was  in  charge  of  the  drafting  squad  who 
made  the  detail  drawings. 

The  work  at  the  site  was  begun  under  the  administration  of  Lieut.  Com- 
mander George  C.  Sweet,  U.  S.  N.  (retired),  commanding  officer,  and  under  the 
personal  supervision  of  Commander  F.  H.  Cooke  (C.  E.  C),  U.  S.  N.,  who  com- 
pleted the  construction  camp  and  about  25  per  cent  of  the  steel  erection,  Lieut. 
T.  A.  Baldwin  (C.  E.  C),  U.  S.  N.  R.  F.,  being  in  charge  of  the  tower-erection 
forces ;  and  the  work  at  the  site  was  completed  under  the  administration  of  Capt. 
A.  St.  Clair  Smith,  U.  S.  N.,  commanding  officer,  under  the  personal  supervision  of 
Lieut.  Commander  D.  Graham  Copeland  (C.  E.  C),  U.  S.  N..  officer  in  charge, 
and  Lieut.  A.  C.  Eberhard  (C.  E.  C),  U.  S.  N.,  assistant.  The  construction 
work  was  handled  for  the  Pittsburgh-Des  Moines  Steel  Co.,  of  Pittsburgh,  con- 
tractors under  the  Navy  Department,  by  Mr.  H.  W.  Smith,  superintendent,  and 
Mr.  Loyd  Ellis,  assistant  superintendent. 


CHAPTER  XVII. 
SUBMARINE  BASES. 


Previous  to  the  outbreak  of  the  World  War  and  up  to  June,  1915, 
very  little  consideration  had  been  giA^en  to  the  care  and  upkeep  of 
submarines,  except  at  the  primary  navy  yards  and  stations.  The 
crews  were  taken  care  of  in  mother  ships,  which  provided  sleeping 
accommodations  and,  to  some  extent,  machine-shop  equipment.  Most 
of  the  repair  jobs  for  submarines  were  done  at  the  navy  yards  in 
shops  provided  for  general  purposes,  the  actual  work  being  done 
either  by  members  of  the  crew  or  by  j^ard  mechanics. 

No  consideration  had  been  given  to  the  establishing  of  bases  for 
the  maintenance  of  submarine  detachments  outside  of  the  established 
navy  yards,  and  until  June,  1915,  no  comprehensive  plan  had  been 
laid  down  for  the  accommodation  of  submarines  in  units. 

In  that  month  studies  were  undertaken  by  the  Bureau  of  Yards 
and  Docks  with  the  view  of  developing  a  typical  submarine  base; 
that  is,  a  base  to  be  self-supporting  as  regards  shop  facilities,  storage 
facilities,  berthing  for  submarines,  and  barracks  for  crews  and  offi- 
cers. A  typical  j^lan  was  developed  for  a  unit  of  10  boats.  This 
plan  contemplated  the  construction  of  two  piers  approximately  250 
feet  apart,  with  the  idea  of  berthing  two  boats  on  each  side  of  each 
pier,  leaving  space  for  a  tender  and  sufficient  space  for  increasing 
the  number  of  submarines  by  triple  banlring  to  18.  The  shore  fa- 
cilities consisted  of  a  combination  shop  building,  storehouse,  bar- 
racks for  crew,  quarters  for  officers,  towers  for  radio  communica- 
tion, fresh-water  and  fuel  supply,  a  small  magazine  for  small-arms 
ammunition.  The  piers  were  arranged  in  two  ways,  one  perpendicu- 
lar to  the  shore  line  for  locations  where  the  current  was  not  too  swift 
to  interfere  with  submarines  berthed  alongside  the  pier,  and  another 
arrangement  with  the  piers  parallel  to  the  shore  line  for  locations 
where  the  contrary  situation  was  encountered. 

Considerable  study  was  given  to  the  arrangement  of  piers,  shops, 
etc.,  and  the  resulting  layouts  embody  the  following  features : 

The  piers  were  designed  of  concrete,  supported  on  concrete  piles, 
and  equipped  with  large  outlets  for  submarine  storage  batteries,  and 
also  with  high-power  compressed  air  for  charging  torpedoes  inside 

381 


382  WAU   ArTlVlTIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

the  submarines.  The  shop  biiildino;.  which  was  shaped  in  the  form 
of  the  letter  U,  comprised  a  machine  shop  for  light  work,  a  small 
foundry,  a  blacksmith  shop,  and  a  pattern  and  woodworking  shop  in 
the  main  portion  of  the  building;  in  one  wing  a  torpedo  and  gyro 
testing  room,  Avith  the  necessary  compressors  and  accumulators ;  and 
in  another  wing  a  substation  with  the  necessary  motor-generators  for 
converting  current  to  110  volts  direct  current  for  submarine  bat- 
teries. This  building  was  to  be  located  immediately  inshore  from 
the  piers,  so  as  to  be  readily  accessible  for  ref)air  work. 

Adjoining  the  shoj)  building,  but  separated  by  the  width  of  a 
street,  was  located  the  storehouse.  This  building  consisted  of  a  two- 
story  building,  affording  accommodations  for  the  storage  of  tor- 
pedoes, small  parts,  and  miscellaneous  materials,  with  individual 
rooms  for  the  storage  of  parts  belonging  to  each  submarine  assigned 
to  the  station.  This  building  was  to  be  equipped  with  a  traveling 
crane  for  handling  torpedoes  in  and  out  of  racks  and  on  to  trucks 
for  delivery  to  the  water  front.  Sufficient  space  was  left  behind  the 
storehouse  and  shops  for  additional  facilities  of  the  same  kind. 

A  barracks  building  to  accommodate  350  men  was  designed,  to  be 
located  immediately  back  of  the  shop  buildings.  This  was  of  two 
stories,  and  contained  sleeping  accommodations,  mess  hall,  and  recre- 
ational features  for  350  men.  The  Bureau  of  Navigation  stated  at 
that  time  that  a  submarine  base  for  10  submarines  would  require 
accommodations  for  600  men  and  80  officers.  This  would  make  neces- 
sary the  construction  of  two  buildings  for  crews  as  outlined  above. 
The  building  for  officers  was  designed  to  accommodate  43  officers  in 
individual  rooms,  with  facilities  on  the  first  floor  for  messing  and 
recreation,  and  also  contained  offices  for  the  flotilla  commander, 
officer  of  the  day,  and  the  necessary  clerical  force  for  the  administra- 
tion of  the  base.  In  addition  to  this  there  was  provided  a  radio 
installation  for  communication,  crematorj'^  for  disposal  of  station 
waste,  elevated  water  tank  for  fresh-water  supply,  and  storage  tanks 
for  fuel.  These,  with  the  necessary  underground  distributing  sys- 
tems, made  up  a  complete  unit  for  the  basing  of  10  submarines. 

Pearl  Harlor. — The  first  modification  of  the  typical  plan  was  made 
for  Pearl  Harbor,  where  the  arrangement  of  piers  was  somewhat 
changed,  in  that  the  spacing  was  changed  to  75  feet  clear  between 
piers,  it  being  then  the  policy  of  Operations  that  submarines  should 
not  be  double  banked.  This  made  necessary  the  construction  of  more 
piers  of  a  smaller  character,  one  pier  only  being  designed  for  railroad 
track  and  other  facilities,  although  all  piers  were  designed  with 
units  for  charging  submarine  batteries.  A  special  feature  was 
provided  on  the  outer  end  of  the  charging  pier  for  lifting  the  tails 
of  submarines  clear  of  the  water  for  propeller  and  rudder  adjust- 


^i 


m 


<-i 


t 


37022—21 25 


jl 


383 


384 


WAR   At^TlVJTlES   OF   BUREAU   OF   YARDS  AND   DOCKS.  385 

ments.  This  consisted  of  a  crane  of  30-ton  capacity  at  a  reach  of 
13  feet  clear  of  the  fender  system,  the  crane  having  a  less  capacity 
at  greater  reach. 

Very  little  change  was  made  in  the  quarters  accommodations,  ex- 
cept that  all  were  designed  for  tropical  conditions. 

The  layouts  for  the  typical  base  w^ere  approved  by  the  chief  of  the 
bureau  in  September,  1915,  and  certain  modifications  were  approved 
in  May,  1916,  which  modifications  involve  the  providing  of  additional 
cubic  space  for  men  in  the  barracks  buildings.  The  tentative  layout 
for  the  Pearl  Harbor  base  was  approved  by  the  chief  on  December  28, 
1915,  with  modifications  recommended  by  Navigation,  which  modi- 
fications received  the  chief's  approval  on  May  18,  1916. 

The  particular  location  selected  was  Quarry  Point.  An  allotment 
was  made  in  March,  1917,  for  the  construction  of  a  creosoted-timber 
pier  at  Quarry  Point,  this  marking  the  beginning  of  the  submarine 
development  at  Pearl  Harbor.  Since  that  time  one  additional  creo- 
soted-timber pier  and  a  barracks  building  inshore  have  been  con- 
structed. No  shop  facilities  of  a  permanent  nature  or  housing  have 
been  attempted  up  to  the  present  time,  although  a  complete  layout 
for  a  submarine  base  of  24-boat  capacity  has  been  designed  and  ap- 
proved by  the  Board  for  the  Development  of  Navy  Yard  Plans. 

New  London. — The  first  continental  location  selected  for  a  subma- 
rine base  was  New  London,  Conn.  The  improvements  at  the  New 
London  naval  station  which  existed  prior  to  March,  1917,  were  used 
as  a  basis  for  the  development  of  a  submarine  base,  and  the  naval 
appropriation  act  of  March  4,  1917,  contained  aji  item  of  $1,250,000 
for  the  erection  and  equipping  of  repair  shops,  quarters  for  men  and 
officers,  and  berthing  sjlace  for  submarines.  This  appropriation  was 
expended  toward  the  development  of  the  water  front,  the  enlarging 
of  existing  structures,  and  the  erection  of  new  structures  for  shop, 
storage,  housing,  and  all  other  features  allied  to  a  submarine  base. 

The  improvements  existing  at  the  beginning  of  the  development 
of  the  base  were :  A  wharf  running  parallel  to  the  shore  line,  ap- 
proximately 600  feet  long,  which  was  used  as  a  coaling  wharf,  a 
large  portion  of  the  shed  and  deck  of  which  were  destroyed  by  fire 
previous  to  the  beginning  of  the  development;  a  coal  shed  imme- 
diately inshore  of  the  wharf;  two  small  brick  structures  used  as  store- 
houses ;  a  brick  building  used  for  marine  barracks ;  a  steel  coal  shed ; 
and  a  100,000-gallon  steel  water  tank.  No  other  improvements  were 
on  the  property  at  that  time. 

The  old  coal  shed  was  converted  into  a  machine  shop  and  power 
house,  and  the  quay  wall  inside  the  wharf  was  used  for  a  beginning 
of  submarine  berthing  space.    Eight  finger-piers,  275  feet  long  by  20 


386  WAR  ACTIVITIES   OF   BUREAU    OF    YARDS  A^"I)   DOCKS. 

feet  wide  were  constructed  at  an  angle  of  30°  with  the  water  front, 
the  water  front  beinir  a  continuation  of  the  existiiifr  quay  walL  One 
pier  350  feet  long  by  35  feet  wide,  and  having  on  the  outboard  end 
a  30-ton  crane  for  lifting  the  tail  ends  of  submarines,  was  con- 
structed to  the  south  of  the  main  machine  shop.  The  finger  piers 
were  located  with  a  clear  distance  between  of  125  feet. 

Buildings  were  constructed  ashore  as  follows:  A  general  store- 
house, torpedo  storehouse  and  shop,  battery  overhaul,  mechanical 
laboratory,  garage,  engine  laboratory,  individual  storerooms,  and 
various  other  smaller  units  for  base  activities. 

The  housing  development  consisted  of  two  barracks  buildings  for 
500  men  each,  mess  hall  for  1,000  men,  dispensary,  quarters  for 
student  officers,  quarters  for  submarine  officers,  submarine  school,  an 
extension  of  the  old  marine  barracks  for  housing  750  men.  a  club- 
house, a  bench  school,  and  a  recreation  building. 

The  New  London  site  was  also  utilized  for  a  mine  and  ordnance 
depot,  as  discussed  in  another  chapter. 

Coco  Solo^  Panama. — The  necessity  for  a  submarine  base  at  the 
Panama  Canal  was  realized,  and  early  in  1917  the  War  Department 
was  asked  for  a  site  on  the  Atlantic  side.  The  War  Department 
designated  Coco  Solo  Point  as  being  best  suited  for  submarine  activ- 
ities. A  preliminary  estimate  for  the  construction  of  a  base  was  sub- 
mitted to  the  Secretary  of  the  Navy  on  May  25,  1917.  This  estimate 
was  $741,025  for  the  construction  of  a  submarine  base,  consisting  of 
dredging,  concrete  Avharf,  finger-piers,  electrical  work,  storehouse, 
and  miscellaneous  construction.  The  construction  of  the  base  was 
proceeded  with,  and  at  the  present  time  there  is  located  in  Panama 
a  complete  base  for  the  maintenance  and  upkeep  of  20  submarines. 

The  development  consisted  of  the  construction  of  a  basin  inclosed 
by  quay  walls,  four  piers  being  constructed  at  right  angles  to  the 
innermost  wall,  about  which  wall  were  also  constructed  the  station 
buildings  and  accommodations  for  submarine  crews  and  officers. 
Immediately  to  the  rear  of  the  buildings  and  housing  development 
there  was  constructed  the  fuel-oil  and  gasoline  storage  for  the 
station.  Immediately  adjoining  the  submarine  base  to  the  south 
there  was  constructed  the  air  station,  a  description  of  which  is  to  be 
found  under  the  title  "  Shore  facilities  for  aviation."  All  the 
buildings  were  of  the  tropical  type  and  follow  the  designs,  types  of 
which  are  shown  in  accompanying  illustrations. 

Philadelj)hia.,  Pa. — At  the  navy  yard,  Philadelphia,  in  order  that 
submarines  might  be  separated  from  the  station  proper.  Pier  D  in 
the  back  basin  was  assigned  to  submarine  activities,  and  on  this  pier 
were  constructed  submarine  charging  facilities  and  a  small  machine 
shop.     The  pier  was  also  equipped  with  facilities  for  berthing  sub- 


WAE   ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS.  387 


P>att(M\y-ov('i-lianl   Imililiii!^',   Sulinmriiic   T.nsc,   Now  TiOndoii,  Cotih. 


Industrial  group,   Subinnrino   r.nsc.   Now   T.oikIdu.   Conn. 


388  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND   DOCKS. 


Torpodo  shop,  Submarine  Base,  New  liOiiiIou,  Conn. 


Shore  accoiniiKidations  lor  suhnuinno  crews,   8uuinariiie  itaso,   .New    J.uinKin.   (^diiii. 


WAR    ACTIVITIES    OF    BUIIEAU    OF    YARDS    AND    DOCl^S.  389 


Typical  barracks  for  500  men.   Submarine  Base,  New  London,  Conn. 


OHicers'  quarters,   Submarine  Base,  New  London,   Conn. 


390    .  NAYY    ACTIVITIES    BUREAU    OE    YARDS    AND    DOCKS. 

marines  on  each  side.  This  pier  was  of  the  filled-in  tj'pe,  and  had  a 
depth  of  water  of  30  feet  on  either  side.  Ek^-tric  current,  fresh 
water,  and  other  services  were  obtained  from  the  yard  supply. 

Wesf  coast. — The  Commission  on  Xavy  Yards  and  Naval  Stations, 
of  which  Rear  Admiral  J.  M.  Helm.  U.  S.  N.,  was  senior  member, 
reported  on  January  3.  lOlT.  that  this  commission  liad  investigated 
the  west  coast  of  the  United  States,  and  that  the  followino-  sites  were 
recommended  for  submarine  bases: 

Ediz  Hook,  near  Port  Angeles,  Wash. 
Tongue  Point,  near  Astoria,  Oreg. 
Los  Angeles.  Calif.  (San  Pedro). 

Additional  facilities  at  the  Puget  Sound  and  Mare  Island  navy 
3'ards  were  recommended,  but  the  Puget  Sound  undertaking  was 
later  abandoned.  Appropriations  were  obtained  only  in  the  last 
naval  biir(1920)  for  the  initial  development  of  Tongue  Point. 

Mare  Island. — A  beginning  was  made  on  the  ISIare  Island  base  in 
the  latter  part  of  1917,  comprising  an  L-shaped  pier  with  a  storage- 
battery  charging  and  repair  station  located  at  the  inshore  end.  This 
station  being  situated  on  tule-lands  necessitated  the  use  of  pile 
foundations,  and  also  the  construction  of  a  trestle  for  carrying  the 
roadway  and  railroad  tracks  from  the  submarine  base  to  the  yard 
projDer.  All  facilities  for  service  were  connected  to  the  main  yard 
sj'Stems  and  all  repair  work  was  done  in  the  yard  shops. 

Hampton  Roads. — When  the  naval  operating  base  at  Hampton 
Roads  was  first  conceived  a  section  was  devoted  to  submarine-base 
activities.  This  section  was  laid  out  at  the  extreme  northeast  corner 
of  the  property  and  sufficient  land  was  reserved  immediately  inshore 
from  the  north  and  west  boundary  lines  for  the  development  of  the 
submarine  base  to  accommodate  20  boats. 

The  base  as  laid  out  consisted  of  an  inclosed  basin  approximately 
1.100  feet  wide  by  1,200  feet  long,  with  a  dredged  depth  of  25  feet 
at  mean  low  water.  The  inclosing  structures  consisted  of  a  creosoted 
sheet-pile  platform  bulkhead  on  the  north  and  west  sides,  served  by 
railroad  tracks,  and  a  pier  1,300  feet  long  by  120  feet  wide,  with  a 
sheet-pile  bulkhead  on  the  basin  side  for  protection  against  wave 
action  from  the  southwest.  An  opening  was  left  at  the  extreme 
northwest  corner,  150  feet  wide,  for  ingress  and  egress  of  submarines 
and  destroyers.  Ten  finger-piers,  33Q  feet  long  by  18  feet  wide,  with 
a  clear  distance  between  of  75  feet  were  constructed  at  right  angles  to 
the  bulkhead,  the  spacing  of  75  feet  being  adopted  upon  the  recom- 
mendation of  Operations  that  submarines  be  not  double  banked. 

The  original  design  called  for  dolphins,  four  in  number,  to  be 
placed  in  the  center  of  each  slip  so  tliat  there  would  be  no  ])ossibility 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND   DOCKS.  391 


m 


Scaplaiip  view  of  Siil)iiiaviiie  Bai^e  and   Air  Staticm,  Coco   Solo,   C.   Z. 


s 


jHlin''iilSSilSSS3!»!S8iis;;i!!!:^ii 

-.4  H«aiifiH»«^3«^8^  ■™5l 


T.vi>i('nl  tropical  barracks  for  200  men,   Submarine  Baso,  Coco  Solo.  C.  Z. 


392         ^VA^.  activitiks  of  buiikai'  of  vaud^  and  docks. 


Executive   officer's   quarters,    Sulunarinp   Base,   Coco    noio.   (_■.    Z. 


Construction  of   ijier   at   i-uUi    ui    -ubmarine    ba.-iu.    Nav.il    ( »iifr:i(iiig    W:^--,.    Hampton 

Roads,  Va. 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND   DOCKS.  393 

of  siil)niarines  coming  in  contact  with  each  other.  These  dolphins 
were  later  omitted,  so  that  in  case  of  necessity  an  additional  sub- 
marine could  be  berthed  between  the  boats  lying  at  the  piers. 

The  inclosing  bulkheads  and  pier  were  designed  for  the  accom- 
modation of  destroyers.  All  of  the  piers  are  equipped  with  railroad 
tracks  and  are  designed  for  carrying  a  15-ton  standard  locomotive 
crane.  They  are  of  timber  construction  on  creosotecl  piles,  and  are 
built  at  an  elevation  of  10  feet  above  mean  low  water. 

The  shore  structures  consist  of  a  torpedo-storage  and  administra- 
tion building,  battery  storage,  a  machine  shop,  a  storehouse,  a  boiler 
house,  a  subcharging  and  compressor  station,  and  two  compressor 
buildings.  All  of  these  buildings  are  of  permanent  construction,  and 
are  interconnected  by  a  railroad  track  system,  which  tracks,  running 
parallel  with  the  water  front,  connect  the  submarine  base  to  the 
main  station.  The  entire  shore  plant  is  constructed  on  made  land, 
and  in  the  early  stages  of  construction  it  was  necessarj^  to  build 
a  corduroj^  road  from  the  main  base  to  the  submarine  base  for  the 
transportation  of  construction  material.  Sufficient  space  was  left 
immediately  east  of  the  buildings  enmnerated  above  for  future  ex- 
tension of  industrial  activities. 

There  has  been  laid  out  a  housing  development,  consisting  of  bar- 
racks buildings  and  mess  hall  for  crews,  and  quarters  for  bachelor 
and  married  officers.  The  construction  of  these,  however,  has  not 
been  undertaken  up  to  the  present  time,  accommodations  for  sub- 
marine crews  having  been  constructed  in  the  form  of  temporary 
wooden  barracks  buildings  fronting  on  the  bulkhead  along  the  ex- 
treme northern  boundary  line  of  the  station. 

By  berthing  submarines  three  to  a  slip  the  capacity  of  the  base 
can  be  increased  by  11,  making  a  total  berthing  capacity  at  the  piers 
of  31.  This  can  be  increased  to  a  still  greater  capacity  by  berthing 
submarines  at  the  inclosing  bulkheads  and  on  the  inside  of  the  120- 
foot  pier. 

The  weather  conditions  in  Hampton  Roads  made  it  absolutely  nec- 
essary to  provide  an  inclosed  basin,  and  even  with  the  protection  af- 
forded by  the  inclosing  bulkheads,  the  basin  in  extremely  rough 
weather  is  chopped  to  such  an  extent  that  submarines  do  not  lie  as 
quietly  at  the  piers  as  is  desirable. 

Kexj  ^Vest. — The  Commission  on  Navy  Yards  and  Naval  Stations, 
in  their  report  on  the  south  coast  of  the  United  States,  recommended 
that  a  submarine,  destroyer,  and  small-boat  base  be  established  at 
Key  West.  Work  at  this  point  is  now  in  course  of  construction, 
consisting  of  piers  and  breakwater  for  berthing  submarines.  This 
project  was  not  actualW  inaugurated,  however,  until  after  the 
armistice. 


394  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS  AND   DOCKS. 

It  will  be  seen  from  the  foregoing  that  the  undertaking  of  caring 
for  submarines  and  their  crews  has  grown  from  a  very  small  be- 
ginning, in  1915,  to  an  elaborate  program  now  existing  and  planned 
for  the  near  future.  The  activities  of  the  past  Avar  have  shoAvn  that 
the  submarine  arm  of  the  naval  service  is  one  that  must  be  kept  to 
its  maximum  efficiency,  and  the  keeping  of  the  morale  of  the  crews 
at  a  high  level  makes  necessary  the  provision  of  recreational  and 
housing  facilities  ashore,  so  that  they  ma}'  have  facilities  for  relaxa- 
tion from  their  strenuous  duties  while  engaged  in  submarine  service. 


CHAPTER  XVIII. 
SHORE  FACILITIES  FOR  AVIATION. 


Fixed  land  bases  for  naval  aviation,  so  far  as  concerns  the  United 
States,  had  their  beginning  at  Pensacola,  Fla.,  in  1914.  Early  in 
1913  the  first  mobile  naval  aviation  camp  had  been  established  at 
Annapolis.  During  the  same  winter  a  second  camp  was  inaugurated 
at  Guantanamo,  Cul)a.  In  those  days  and  for  some  time  beyond, 
aviation  camps  were  essentially  different  in  character  from  the 
naval  air  stations  of  to-day.  Then  a  few  portable  tents,  a  good 
beach,  and  a  sheltered  body  of  water,  usually  with  the  cooperation 
of  a  naval  vessel  specially  detailed,  comprised  the  entire  equipment. 
Two  or  three  planes,  with  a  makeshift  machine  shop,  made  up  the 
materiel,  and  an  instructor,  a  student  or  two.  and  a  couple  of  jiie- 
chanics  formed  the  personnel. 

It  is  perhaps  not  generally  understood  that  as  late  as  1917  all 
plans  revolving  about  the  central  idea  of  sea  flights  as  distinguished 
from  those  over  land  were  necessarily  premised  on  the  use  of  war- 
ships as  mother  vessels.  It  was  the  accepted  notion  that  the  useful- 
ness of  aeroplane  flights  over  water,  so  far  as  they  related  to  naval 
possibilities,  was  limited  by  the  extent  to  which  they  could  cooperate 
and  keep  in  contact  with  the  units  of  the  fleet.  During  the  active 
operations  of  seaplanes  in  the  theater  of  war  this  original  tiieory 
was  very  largely  modified.  Motor  improvements,  amplification  of 
effective  radius  of  operation  due  to  increased  fuel  capacity,  and  the 
satisfactory  construction  of  comparatively  seaworthy  hulls  had  not 
a  little  to  do  with  this  variation  of  the  initial  concept  of  seaplane 
usefulness.^ 

This  change  of  view,  whether  or  not  destined  now  to  be  final,  had 
an  immediate  bearing  on  the  activities  of  the  Bureau  of  Yards  and 
Docks  from  the  outset  of  American  participation  in  the  war.  In 
April,  1917.  the  only  naval  air  station  in  the  country  was  that  at 
Pensacola.  Its  facilities,  though  efficient,  were  limited,  consisting 
of  three  seaplane  hangars  of  steel  construction,  a  brick  structure 
used  as  a  hangar,  an  airship  shed  mounted  on  a  barge  (capable  of 
accommodating  a  small  type  of  nonrigid  craft),  and  a  few  service 
buildings. 


1  The  foregoing  is  abstracted  at  large  from  article  "  Naval  Aviation,"  by  Ensign  Thos. 
F.  Woods,  U.  S.  N.  R.  F.,  in  Army  and  Navy  Register  of  May  31,  1919. 

395 


396  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

WAR  CONSTRUCTION  IN  THE  UNITED  STATES. 

Original  'patrol  stations. — Upon  the  declaration  of  war  the  possi- 
bility of  submarine  depredations  and  the  effectiveness  of  air  patrols  as 
a  protective  measure  led  to  conferences  looking  to  the  immediate  es- 
tablishment of  air-patrol  stations  at  strategic  points,  particualrly  on 
the  Atlantic  coast.  Prior  to  this  time  a  program  of  construction  to 
accommodate  lighter-than-air  craft  had  been  formulated,  and  this 
took  definite  shape  with  the  placing  of  a  contract,  dated  April  18, 1917, 
for  the  fabrication  of  the  steelwork  for  eight  airship  hangars  and  the 
erection  of  seven  of  the  same  at  points  to  be  designated.  The  di- 
mensions of  these  early  hangars  were  approximatel}-  :  Length,  250 
feet ;  breadth  at  ground,  133  feet ;  overhead  clearance,  66  feet.  They 
were  designed  on  the  three-hinged  arch  piinciple,  with  12  arch  ribs 
for  each  completed  hangar.  Contract  for  the  two-leaved  doors  was 
let  separately.  Steelwork  for  the  structures  proper  averaged  about 
320  tons  each,  and  for  the  doors  approximately  50  tons.  Payment 
was  made  on  tonnage  erected,  and  the  final  cost  under  both  contracts 
was  in  the  neighborhood  of  $375,000,  exclusive  of  foundations  and 
covering. 

With  the  above  work  under  way,  development  of  plans  and  award- 
ing of  contracts  for  the  projected  coastal  air  stations  was  under- 
taken in  the  earliest  days  of  American  hostilities.  A  typical  instal- 
lation was  decided  upon  and  contracts  were  let  on  the  cost-plus  basis 
for  the  purpose  of  gaining  the  speediest  possible  completion,  costs  to 
be  defrayed  from  the  appropriation  "Aviation,  Navy,"  of  August 
29,  1916,  amounting  to  $3,500,000.  One  of  the  dirigible  hangars 
already  being  fabricated  was  intended  as  an  element  of  each  patrol 
station. 

The  new  stations  developed  will  be  described  in  a  general  way, 
following  the  chronological  order  of  their  establishment. 

Montauk,  Bay  Shore,  and  Tvockaway  Beach,  distributed  along  the 
southern  shore  of  Long  Island,  were  chosen  as  sites  under  the  first  con- 
tract awarded.  This  contract  was  signed  on  June  14, 1917,  and  flying 
patrols  were  being  operated  from  Montauk  and  Eockaway  early  in  the 
autumn  of  that  year.  The  following  facilities  were  provided  at  each 
of  these  two  bases:  1  dirigible  hangar,  as  previously  mentioned;  1 
steel- framed  seaplane  hangar;  1  shelter  for  hydrogen-generating 
plant ;  1  shop ;  1  storehouse ;  1  truck  shed  and  power  house ;  1  pier  and 
boathouse;  1  seaplane  pier;  1  officers'  quarters;  2  men's  quarters;  1 
mess  and  recreation  building;  and  all  necessary  accessory  structures, 
together  with  requisite  roads,  water  supply,  sewerage,  drainage,  grad- 
ing, heating,  lighting,  and  other  services  necessary  to  utility  and 
habitability.  Thus  all  needs  of  personnel  and  plant  operation,  so  far 
as  could  be  foreseen,  had  to  be  taken  care  of  at  the  outset,  although  at 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  397 


398  ^VAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS. 


WAR    ACT1VITIK8    OF    BUHKAT    i)V    YAIIDS    AXD    DOCKr 


399 


;7022— -:i -20 


400  WAR  ACTIVITIES   OF  BUREAU   OF    YARDS  AND   DOCKS. 


'1 

i 

i 

'^IB 

B^HL^pil^ 

! 

i 

WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


401 


first  sight  nothing  woukl  appear  simpler  than  the  mere  proposition  of 
setting  up  a  seaplane  hangar  and  an  airsliip  shed. 

The  work  at  Bay  Shore  was  executed  to  the  same  specification  as 
the  foregoing,  with  the  omission  of  the  airship  hangar  and  hydrogen 
facilities.  A  further  contract,  dated  September  28, 1917,  was  awarded 
for  the  construction  of  a  timber  seaplane  hangar  at  Bay  Shore,  at  a 
cost  of  $13,000.  This  structure,  built  to  house  three  planes,  was  the 
earliest  hangar  of  its  type  erected  by  the  bureau,  the  roof  span  being 
carried  on  wooden  trusses  instead  of  steel.  This  departure  was  an 
emergency  measure  due  to  the  increasing  shortage  of  steel  as  the  war 
progressed,  and  was  utilized  in  naval  aviation  construction  abroad  in 
a  standardized  form. 


Plan  of  Naval  Air  Station,  Coco  Solo,  C.  Z. 

At  Cape  May,  N.  J.,  a  coastal  air  station  was  built  under  a  contract 
dated  August  16,  1917.  This  contract  was  completed  early  in  1918  at 
a  cost  of  approximately  $500,000,  and  provided  facilities  similar  in  all 
respects  to  those  at  Montauk  and  Eockaway,  one  of  the  steel  dirigible 
hangars  aforementioned  being  located  at  this  point. 

Key  West,  under  a  similar  contract,  followed  on  August  24,  1917 ; 
Chatham,  Mass.,  on  September  8;  Hampton  Eoads  at  about  the  same 
time,  being  allotted  one  of  the  steel  dirigible  hangars,  runways,  and 
four  wooden  seaplane  hangars.  The  coastal  stations  at  Coco  Solo, 
Canal  Zone,  and  San  Diego,  Calif.,  complete  the  list  of  the  first  eight 
patrol  bases  contemplated  as  a  war  measure. 

The  construction  of  the  station  at  Chatham,  on  Cape  Cod,  presented 
some  major  difficulties  which  are  worthy  of  mention.  In  the  first 
place,  the  work  was  performed  during  the  winter  months  of  1917-18, 


402  WAi;    ACTIVITIES    OF    Bl'RKAU    OF    VAHDS    A^'D    DOCKS. 

and  the  winter  Avill  long  be  remembered  as  a  particubirly  severe  one. 
Again,  the  site  of  the  station  was  5  miles  distant  from  the  nearest 
freight  station  (Chatham),  and  the  roads  were  in  very  poor  condition 
for  hauling  the  heavj'  steel  sections  for  the  hangar  and  the  other  build- 
ing materials.  There  was  no  local  labor  to  speak  of.  necessitating  the 
importation  and  housing  of  the  workmen.  Another  difficidty  en- 
countered was  the  total  absence  of  a  suitable  Avater  supply  on  the 
premises,  the  Avater  having  a  hardness  content  of  nearly  75.  The 
uells  which  had  been  driven  Avere  abandoned  and  a  pipe  line  was  run 
to  a  lake  some  10,000  feet  away. 

An  elaborate  and  expensive  sewage  system  had  to  be  designed  and 
installed  because  the  State  board  of  health  would  not  permit  the 
emptAdng  of  raw  sewage  into  the  surrounding  Avaters  for  fear  of  pol- 
luting the  oyster  beds  AA'hich  completely  surround  the  station.  Septic 
and  dosing  tanks  Avere  constructed  Avith  an  automatic  siphon  to  dis- 
charge the  effluent  to  a  sand  filter  bed.  It  Avas  further  necessary  to 
make  these  filter  beds  of  the  subsurface  type  because  of  their  prox- 
imity to  the  buildings,  this  being  necessitated  by  the  topography  of 
the  land  and  the  nature  of  the  soil.  The  firm  of  Metcalf  &  Eddy,  Bos- 
ton, sanitary  engineers,  Avere  consulted  in  the  matter  and  approved  of 
the  designs  of  the  civil  engineer  officer  in  charge. 

The  contract  covering  this  operation  Avas  of  the  ''  cost-plus  *'  variety 
and  required  that  the  contractor  furnish  detailed  designs  for  all  the 
services,  such  as  seAvage  disposal,  heating,  and  Avater  supply.  The  con- 
tractor had  no  organization  equipped  to  do  this,  and  in  order  to  <^et  the 
job  done  at  all  the  civil  engineer  officer  had  to  do  practically  all  the 
designing  himself. 

The  scheme  of  iniproAements  originally  phumcd  for  the  coastal 
air  stations  Avould  have  entailed  an  expenditure,  according  to  bureau 
estimates,  of  ap])roximately  $:5()0.0(K)  each.  The  first  contracts  exe- 
cuted, hoAve\"er.  largely  overran  this  figure,  and  the  naval  aviation 
program  (ontinually  expanded  Avitli  the  ])r<)gress  of  the  Avork.  Com- 
plete new  stations  Avere  called  for  at  various  i)oints  during  lOlS.  and 
the  first  surA'ey  of  the  situation  became  a  nieie  detail  of  a  tenfold 
greater  development. 

>Vs  illustrating  the  increase  of  demands  for  land  facilities,  it  may 
be  noted  that  the  single  station  at  San  Diego  has  cost  more  than  the 
amount  estimated  for  the  original  eight;  instead  of  I'JO  men  as  origi- 
nally contemjjlated.  facilities  Avere  })rovided  for  as  many  as  1.200 
men  at  individual  .stations;  and  instead  of  one  small  hangar  there 
Avere  placed  as  numy  as  15  units  of  a  consideiably  larger  tyjie. 

Supp7e?)U'nfor}/  ju/trol  and  ti'(iinin<j  progrdm. — As  naval  pai'tici- 
pation  in  the  Avar  progressed  and  the  functions  of  aviation  as  an  ad- 
junct of  operations  became  more  clearly  defined,  nnich  heavier  de- 
mantls  Avere  made  for  tranino-  facilities  foi-  student  aviators  at  ex- 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS.  403 

isting-  stations.  It  Avas  also  found  expedient  to  provide  a  greater 
number  of  coastal  patrols,  both  as  a  war  measure  and  for  the  train- 
in  o-  features  afforded. 


Kxisting  plan  of  Naval  Air  Slatioii.  Anacostia.  D.  C.  showing  temporary  buildings. 


Permamnt   plan    for   Xaval    Air    Station.    Anacostia,   D.    C. 

Dealing-  first  with  the  additional  stations  undertakeu  (hiring  the 
war,  these  establishirients  mav  l)e  noted  bv  location,  as  follows: 


Anacostia.  D.  C. 
Moi-ehead  City.  N.  C. 
P.ninswick,   Ga. 


Miami,  Fla. 

Marine  flying  field.  Miami.  Fla. 

Akron.  Ohio   (for  ligliter-tlian-air  craft). 


Duuwoody  Institute,  Minneapolis. 
Seattle,  Wash. 
San  Diego,  Calif. 
Cumbridse,  Mass. 


404  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 

Schools  for  flyers,  groiindmen,  mechanics,  etc.,  were  established  at 
the  following  points : 

Hampton  Roads,  Va. 
Pensacola,  Fla. 
Santa  Rosa,  Fla. 
Charleston,  S.  C, 
Great  Lakes,  111. 

It  is  to  be  noted  that  several  of  these  schools  were  placed  in  con- 
nection Avitli  regularly  operating  stations. 

Rest  stations  w^ere  established  as  follows : 
Waretown,  N.  J. 
Assateague,  Va. 
Beaufort,  N.  C. 
Charleston,  S.  C. 
Roanoke  Island,  N.  C. 

The  rest  stations  consisted,  in  general,  of  a  small  landing  beach 
and  a  supply  of  gasoline  and  oil.  No  repair  facilities  were  afforded. 
The  location  of  these  stations  was  approximately  midway  between 
the  larger  establishments. 

Kite-ballon  hangars  were  erected  at  certain  of  the  established  sta- 
tions, and  separate  projects  of  this  character  were  undertaken  at 
Marginal  Parkway  (Brooklyn)  and  Charleston,  S.  C. 

Before  the  close  of  the  war,  development  of  the  following  stations 
was  under  w^ay: 

Marine  flying  field,  Quautico,  Va. 
Marine  flying  field,  Parris  Island,  S.  C. 


St.  Augustine,  Fla. 
Tampa,  Fla. 
Indian  Pass,  Fla. 
Isla  Morada,  Fla. 


Naval  air  station,  Yorktown,  Va. 
Naval  air  station,  Galveston,  Tex. 


As  a  typical  case  of  the  growth  of  naval  aviation  up  to  the  very 
close  of  the  war,  the  circumstances  surrounding  the  establishment  of 
the  station  at  Brunswick,  Ga.,  may  be  cited.  On  October  5,  1918,  the 
Chief  of  Naval  Operations  addressed  the  following  circular  letter  to 
all  bureaus: 

OCTOHER  5,   1918. 

Subject:  Equipment  for  naval  air  station  at  Brunswick,  Ga. 

1.  The  establishment  of  a  naval  air  station  at  Brunswick,  Ga.,  has  recently 
been  authorized.  While  it  is  the  intention  of  the  department  ultimately  to 
convert  this  station  into  a  12-seaplane  patrol  station,  it  will  be  originally  es- 
tablished as  a  2-squadron  training  station  on  account  of  the  present  urgent 
need  for  increased  training  facilities.  The  bureaus  are  requested  to  furnish 
material  necessary  to  operate  a  2-squadron  preliminary  training  seaplane  sta- 
tion, composed  as  follows : 

18  tractor  type. 
12  F-boats. 
6  IIS  type. 

2.  It  is  desired  that  this  material  be  prepared  and  shipped  at  the  earliest 
date  practicable. 

3.  It  is  requested  that  a  copy  of  the  lists  of  nil  material  ordered  for  this  sta- 
tion be  furnii^hed  this  ofTice. 

G.  W.  Steele,  Jr., 

By  direction. 


WAR   ACTIVITIES   0¥   BUEEAU    OF    YARDS   AND   DOCKS.  405 


I  plane  hangar.  Car 


tlilMfflfiirmiTil^^ 

,  J.,  straight-truss  type. 


iSeaplane  hangars,   Ilauipluu  Kuads.   \a.  ;  >Av.ii-.: 


406  WAII    ACTlViriKS    OF    IJUKKAU    OF    YAKDS    AXU    DOCKS. 


Sonpl.-inc   li:iii;;:i  Is.    ll.-niiiMnii    KuriiN,    \  :i.  :    en:  \c  1  ni^s,    <l  idiiiu  dn.  .1     1 ; 


Jill  nh  riwi  iivi  IIP.  IIP. 


:iifii3 


■^^^J3^J^3&S!^i^S 


i|'l:iiic  li:u:'-;;u->.  i',-i|i.    M.iy.  N.  J,:  ciirvc-i ini.'^s-.  sliding-door  type. 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS.  407 

The  work  executed  by  the  Bureau  of  Yards  and  Docks  under  this 
order  proceeded  at  high  speed,  a  standardized  instaHation  of  portable 
buikUngs  having  been  developed  for  such  uses  both  at  home  and 
abroad.  Material  requirements  were  taken  care  of  by  requisition, 
and  the  formalities  of  a  public-works  contract  were  dispensed  with. 

The  structures  required  were  20  buildings  for  barracks  and  officers" 
quarters,  6  seaplane  hangars,  3  kite-balloon  hangars,  a  pier,  a  heating 
and  power  plant,  3  storehouses  60  by  40  feet,  2  storehouses  20  by  TO 
feet,  2  administration  buildings,  one  shop  20  by  110  feet,  a  mess  hall 
for  600  men,  a  garage,  oil  storehouse,  dispensary,  concrete  landiuix 
platform,  timber  seaplane  ruuAvay,  roads,  sewers,  etc. 

On  November  13,  1918,  two  days  after  the  armistice  and  less  than 
six  weeks  after  the  inception  of  the  project,  Lieut.  11.  L.  Pettigrew, 
the  public  works  officer,  was  able  to  make  the  report  to  the  bureau 
from  which  the  following  paragraph  is  extracted : 

Five  buildings  are  now  complete  except  for  The  electric  wiriuL'.  Ten  more 
are  complete  except  for  the  roofing,  which  is  being  rapidly  juit  on.  Foundation 
posts  are  in  for  12  more.  The  tloors  and  foundations  have  been  poured  for 
the  three  60  by  40  foot  storehouses,  and  concreting  was  started  to-day  on  the 
platform  in  front  of  the  hangars.  After  conference  with  the  conunanding 
ofhcer  several  days  ago  it  was  decided  to  order  six  airplanes  for  delivery  by 
December  1.  A  complete  hangar  will  probably  reach  here  by  December  S.  in 
which  event  it  will  be  erected  by  about  December  l.j.  It  is  expected  to  stai't 
the  runway  into  the  water  as  fast  as  the  material  arrives. 

Very  little  construction  work  at  Brunswick  was  done  after  the  above 
date,  and  the  station  was  closed  and  property  liquidated  a  year  later. 

Returning  to  the  subject  of  expansions  effected  at  the  patrol  sta- 
tions subsequent  to  their  establishment,  only  a  few  salient  details 
need  be  presented.  From  an  original  estimated  personnel  of  approxi- 
mately 1.000,  the  home  naval  aviation  force,  active  or  in  training, 
which  had  to  be  housed,  rose  to  15,000,  as  many  as  5,000  men  being 
quartered  at  Pensacola  at  one  time  during  the  war.  The  Montauk 
station  comprised  49  separate  buildings  at  the  time  of  the  armistice, 
and  construction  expenditures  at  that  place  had  reached  approxi- 
mately $1,500,000  instead  of  the  $300,000  originally  estimated.  At 
Cape  May,  Key  West,  and  elsewhere  the  same  conditions  were  essen- 
tially repeated.  The  character  of  improvements  effected  at  Chatham. 
Montauk,  Rockaway,  Bay  Shore,  Cape  May,  Anacostia.  Hampton 
Roads,  Miami.  Key  West,  and  Coco  Solo  can  be  inferred  from  a  gen- 
eral summary  of  facilities  placed.  Xot  every  class  of  building  here 
mentioned  would  be  found  at  each  station;  still,  the  distribution  of 
the  following  structures  was  quite  general :  Hangars,  carpenter  shops, 
machine  shops,  dope  and  paint  shops,  storehouses,  beaches  and  piers, 
marine  railways,  boathouses,  observation  toAvers,  motor  test  stands, 
oil-storage  and  reclaiming  plants,  gasoline  storage,  garages,  fences, 
gas  holders,  hydrogen  generator  plants,  fabiic  storeliouses  and  shops. 


408 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND   DOCKS. 


cylinder  storehouses,  laboratory  and  compressor  buildings,  blower 
houses,  administration  buildings,  barracks,  mess  halls,  officers'  quar- 
ters, photograi^hic  laboratories,  guardhouses,  dispensaries,  etc.  Serv- 
ices supplied  included  roads,  walks,  sewers,  heating,  lighting,  water, 
and  telephones. 

Cost. — It  may  be  mentioned  at  this  poirt  that  the  cost  of  the  naval 
aviation  shore-construction  program  grew,  before  the  end  of  the  war, 


Details  of  seaplane-hangar  framing,  straight-truss,   75-foot  span. 


Elevation  of  standard  curve  truss,  112-foot  span,  for  seaplane  hangar. 


Elevation  of  standard  151-foot  seaplane  hangar. 

from  the  $2,400,000  originally  estimated  to  more  than  $30,000,000,  at 
home  and  abroad. 

Stations  closed  since  the  war. — Further  construction  was  suspended 
at  the  following  stations  after  the  armistice,  and  the  stations  have  been 
closed : 


Montauk,  L.  I. 
Bay  Shore,  L.  I. 
Marginal  Parkway,  N.  Y. 
Morehead  C;ty,  N.  C. 
Brunswick,  Ga. 


Miiimi,  Fla. 

Marine  flying  field,  Miami,  Fla. 

Key  West,  Fla. 

Akron,  Ohio. 

Galveston,  Tex. 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS.  409 


i>*C-. 


hanyar.  Cape  May,  N.  -I. 


Kite-balloon   hungar,   Hampton  Roads,   Va. 


410  \\'.\n    ACTIVITIKS    OF    Bl'IlK-Vr    OF    YAKDS    A^"I)    DOCIx'S 


I'.arraiks  ami  iiioss-hall.  Naval  Air  Station.  Hampton  Roads.  Ya. 


--  jKH'F<f^,.=^-  ■.  A'^* 


n.m^k^si2>>^ 


r.arraclvs  and  nie.ss-hall,  Naval  .\ir  Station,  llanipton  Roads,  Va.  ;  viow  of  court. 


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r.arracks  for  200  men.  Naval  Air  Station,  Capo  May.  N,  .T 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS   AXI)   DOCKS.  4H 

Jiest  stations  at  all  points  were  closed. 

Schools  were  closed  as  follows : 
Santa  Itosa,  Fki.  Seattle,  Wash. 

Cliarlo.ston.  S.  C.  Cambridge,  IVFass. 

Dunwooily  Institute,  Minneapolis. 

Pennanent  training  stations. — Two  stations  have  been  reserved  per- 
manently for  the  training  of  naval  aviators  located  at  the  points 
judged  most  favorable  from  climatic  and  other  viewpoints — Pen- 
sacola,  Fla.,  serving  the  eastern  seaboard,  and  San  Diego  serving  the 
west.  The  greater  part  of  the  Avork  at  the  latter  station  is  a  post-war 
development,  but  the  installations  at  both  places  will  be  briefly  de- 
scribed as  indicating  the  present-day  conception  of  proper  training 
facilities  for  the  Navy's  flyers. 

The  Pensacola  air  station,  as  previously  stated,  accommodated  ap- 
proximately 5.000  men  at  the  height  of  its  activity,  more  than  150  sea- 
planes having  been  in  use  there  for  training  purposes.  The  peace-time 
complement  of  the  station  is  now  placed  at  2,000  men.  Practically  all 
of  the  "  emergency  "  construction  at  Pensacola  is  still  available  for  use 
under  proper  maintenance,  being  of  semipermanent  type.  In  ap- 
pearance the  buildings  make  no  architectural  pretension,  but  their  pur- 
pose has,  in  general,  been  satisfactorily  served  both  during  and  since 
the  war. 

The  Pensacola  naval  station  was  established  as  long  ago  as  1828,  but 
for  many  years  had  remained  in  a  state  of  suspended  activity.  The 
advent  of  aviation  has  now  displaced  practically  all  other  operations 
at  this  yard,  existing  buildings  having  been  adapted  to  aviation  needs 
and  many  new  ones  built. 

As  the  station  now  stands  there  are  11  large  seaplane  hangars  of 
multiple-unit  construction,  and  8  smaller  ones,  all  provided  Avith 
suitable  piers  and  concrete  beaches.  East  of  these  hangars  are  located 
the  seaplane  erecting  shop  with  its  extension,  a  machine  shop,  and  a 
hirge  wet-basin  leading  in  to  the  boat  shed.  Xext  to  the  basin  stands 
the  200-foot  steel  observation  tower.  The  eastern  water  front  is 
served  with  quays,  a  600-foot  pier,  and  a  sea  wall. 

Within  the  old  station  wall  are  placed  80  or  more  buildings  serving 
the  various  needs  of  the  establishment,  su.ch  as  four  large  mess  halls. 
l)ar racks,  a  bakery,  schools,  storehouses  and  shops  of  all  kinds,  offices, 
a  hydrogen  plant,  laundry,  recreation  buildings,  gymnasium,  officers- 
quarters,  etc. 

To  the  north  of  this  section  is  located  the  airship  field  with  its  two 
hangars  and  storehouse,  and  a  commodious  drill  ground. 

The  station  as  a  whole,  though  developed  under  great  pressure,  is 
well  arranged  for  its  recjuirements,  and  the  facilities  and  climatic 
conditions  to  be  found  there  make  it  the  logical  center  for  naval  avia- 
tion traininof  on  the  east  coast. 


412  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AXD   DOCKS. 

At  San  Diego,  Calif.,  the  air  station  has  been  developed  as  a 
feature  of  the  program  which  is  to  make  this  cit}^  a  base  for  every 
phase  of  naval  training  and  operations.  Construction  at  all  points 
on  San  Diego  Bay  is  being  executed  in  permanent  materials  and  to  a 
unified  architectural  style. 

The  air  station  is  located  on  the  north  point  of  North  Island, 
within  the  bay.  Its  permanent  facilities  represent  largely  a  post- 
war development,  though  plans  were  prepared  and  the  first  large 
contract  was  let  several  months  before  the  armistice. 

Accommodations  are  now  provided  for  1.000  student  aviators  and 
50  officers,  with  hangar  and  shop  facilities  for  20  or  more  seaplanes, 
1  airship,  and  2  kite-balloons.  The  plans  for  the  station  as  a  whole 
are  practically  realized,  and  the  architectural  finish  and  arrangement 
of  the  group  are  most  satisfactory.  Roads,  grounds,  and  services 
are  complete,  and  the  only  contract  now  under  way  is  to  provide 
three  supplementary  hangars  and  an  aeronautical  storehouse. 

The  station  map  inserted  will  give  an  idea  of  the  symmetry  and 
compactness  of  the  layout,  permanent  construction  being  represented 
by  the  shaded  areas.  Quarters,  shops,  and  administration  buildings 
are  rendered  in  the  Mission  style,  as  the  purpose  has  been  to  make 
all  the  naval  establishments  at  San  Diego  conserve  the  ends  of  taste 
as  well  as  of  utility. 

The  type  of  construction  at  the  air  station  is  illustrated  by  the 
specification  requirements  for  the  administration  building.  This 
structure  of  two  stories  and  125-foot  entrance  tower  is  345  feet  long 
over  all,  with  a  general  width  of  40  feet  and  a  maximum  of  83  feet 
through  its  pavilions.  Its  structural  framework  is  of  reinforced 
concrete;  the  exterior  walls  are  of  hollow  terra-cotta  tile  or  concrete, 
with  cast-stone  sill  work  and  trim ;  an  effective  use  of  red  tile  roofing 
is  made ;  the  interior  walls  are  of  hollow  terra-cotta  tile ;  sheet-metal 
work  is  of  copper:  floors  are  of  composition  or  terrazzo  finish;  doors 
and  sash  are  of  steel ;  stairways  and  balustrades  are  of  plain  and  or- 
namental iron  or  steel;  exterior  finish  over  all,  buff-colored  stucco, 
troweled  in  an  irregular  wavy  pattern  to  simulate  the  weathered 
effect  of  local  specimens  of  Spanish  Mission  architecture. 

From  the  above  description,  which  is  typical  of  the  whole  station, 
it  may  be  observed  that  the  following  principles  of  construction  have 
governed:  (1)  Permanence,  (2)  fire-resistance,  (3)  utility,  (4)  archi- 
tectural harmony,  and  (5)  the  greatest  practicable  measure  of 
economy. 

The  station,  whose  general  effect  can  be  described  as  imposing,  if 
not  magnificent,  has  been  attained  at  a  total  outlay,  for  both  tempo- 
rary and  permanent  construction,  of  approximately  $2,500,000. 

Naval  aircraft  factory,  Philadelphia. — This  brief  resume  of  naval 
aviation  shore  construction  in  the  United  States  would  be  incomplete 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS.  413 


Seaplane  view  of  Naval   Air  Station,  Pensncola.   Fla. 


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Typical  dirigible  hangar,  San  Diego,  Calif. 


414  MAi:    ACTIVITIKS    OF    Bl'KKAl"    UV    YAltHS    AND    DOCKS 


WAK  ACTIVITIES   OF   BUREAU   OF   YAEDS  AND  DOCKS,  415 


ill 


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Administration  building,  Naval  Air  Station,  San  Luegu,  Calif. 


Seaplane  hangar.  Naval  Air  Station,  San  Diego,  Calif. 
37022—21 27 


416  WAIl    ACTIVITIES    OF    BUUEAU    OF    YARDS    AXD   DOCKS. 


Commanding  oflScer's  quarters,  Naval  Air  Station,  San  Diego,  Calif. 


{   'iriiiliiiiiu  ll,]l 


II    IL 


11      III 
11  J  »i!  I  ^ 


mil  lit   ollicers'  quarters,   N:i\al    Air   Stalioii,   D;iii    1  mi -m,   Calif. 


Barracks  No.   2,  Naval   Air   Station,   San   Diego,   Calif. 


XAVY    ACTIVITIES   BUREAU    OF    YARDS    AX)>    DOCKS.  417 

Avithout  mention  of  tlie  aircraft  factory  at  the  Philadelphia  navy 
yard,  constituting,  in  all  its  aspects,  one  of  the  most  surprising  per- 
formances of  the  war. 

The  general  principles  underlying  naval  exi)erimentation  and  man- 
ufacturing governed  in  tlie  installation  of  this  plant,  and  its  con- 
struction Avas  pushed  as  an  emergency  undertaking  of  the  war  pro- 
gram. The  original  contract  of  $1,000,000  was  let  on  August  4, 1917. 
and  the  whole  structure — steel,  glass,  and  maple  floors — was  com- 
pleted on  the  28th  of  November,  87  days  later.  Its  immediately  suc- 
cessful operation  prompted  a  call  for  great  extensions,  and  the  final 
completion  of  the  project,  w^ell  ahead  of  the  armistice,  involved  the 
expenditure  of  funds  in  the  amount  of  nearly  $4,000,000. 

The  buildings  provided  are  of  great  size  and  excellent  construc- 
tion. The  group  includes  the  original  factory  proper,  400  feet 
square,  an  assembly  building  1,080  feet  long  with  an  average  width 
of  300  feet,  a  six-story  reinforced-concrete  storehouse,  a  large  ad- 
ministration office  building,  an  independent  power  plant,  a  dry  kiln, 
heated  lumber  storage,  an  aircraft  storehouse,  and  a  garage.  The 
plant  is  completely  equipped  with  motors  and  .handling  apparatus, 
and  a  humidifying  system  permitting  absolute  control  of  tempera- 
ture and  humidity  is  installed.  The  floor  space  devoted  to  manufac- 
turing during  the  war  was  900,000  square  feet,  or  more  than  20  acres. 
The  number  of  employees  rose  to  a  maximum  of  4,000.  On  this  basis 
the  annual  capacity  of  the  factory  is  very  large  though  impossible 
to  state  in  terms  of  units  produced — the  question  being  analogous  to 
that  of  the  annual  output  of  a  navy  j'ard  along  any  other  line.  Re- 
pairs and  overhaul  constitute  a  large  factor  in  the  plant's  activities 
at  all  times.  It  may  be  stated,  however,  that  the  aircraft  factory 
was  designed  for  a  theoretical  output  of  1,000  F-boats  per  year,  or  a 
considerably  larger  number  of  a  smaller  type,  which  capacity  would 
be  quite  practicable  under  the  pressure  of  an  emergency. 

WAR  CONSTRUCTION  ABROAD.^ 

The  first  occasion  for  direct  activities  on  the  part  of  the  Bureau  of 
Yards  and  Docks  in  Europe  during  the  World  War  was  in  connec- 
tion with  aviation.  Protection  of  ships  at  the  entrances  to  the  har- 
bors and  near  the  shore  in  general  was  found  to  be  of  great  impor- 
tance, and  it  was  decided  to  make  full  use  of  aircraft  for  that  "pur- 
pose. 

Preliminary  examinations  were  made  and  a  number  of  stations 
were  selected  on  the  French  and  Irish  coasts  during  the  summer  of 

'Contributed  by  Commander  E.  II.  Brownell  (C.  E.  C),  T.  S.  X. 


418 


WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 


1917.  The  Bureau  of  Yards  and  Docks  began  the  providing  of  ma- 
terials for  building  and  for  public-works  construction  at  these  sta- 
tions, the  most  conspicuous  items  being  in  portable  houses  and  other 
buildings  and  in  the  materials  for  hangars  for  aircraft.  In  Novem- 
ber, 1917,  the  first  public  works  officers  went  over,  and  from  that 
time  to  the  signing  of  the  armistice  the  personnel  expanded  in  num- 
bers and  construction  proceeded  rapidly. 

The  stations  first  handled  and  as  listed  up  to  March,  1918,  consisted 
of  the  following : 

List  of  United  States  naval  air  stations  (foreign  service). 


Location. 

Type. 

Location. 

Type. 

Ireland: 

France— Cont'd. 

Lough  Foyle.. 

Seaplane. 

Brest 

Kite-balloon. 

Lough  SwiUy  . 
W  h  i  d  d  y  Is- 

Kite-baUoon. 

Guipavas 

Dirigible. 

Seaplane. 

IleTudy 

Seaplane. 

land. 

La  Trinite 

Kite-balloon. 

Berehaven 

Ivite-balloon. 

Le  Croisic 

Seaplane. 

Queenstown  . . 

Repair  base  and  seaplane. 

Paimboeuf — 

Dirigible. 

Wexfoid 

Seaplane. 

Fromentine . . . 

Seaplane. 

England: 

La  Pallice 

Kite-balloon. 

Killinghobne.. 

Do. 

Rochef  ort 

Dirigible. 

France: 

Saint  Trojan.. 

Seaplane. 

Dunkerque 

Do. 

Pauillac 

Repair  base. 

Treguier 

Do. 

Gujan 

Dirigible. 

L'Abervrach.. 

Do. 

Arcachon   

Seaplane. 

Brest 

Do. 

Moutchic 

Seaplane  school. 

Later  expansion  included  the  following  stations : 


Location. 

Type. 

Location. 

Type. 

England: 

Eastleigh 

France: 

Autingues 

Campagne 

Day  Wing 

Le  Frene 

Assembly    and    repair    base, 
northern  bombing  group. 

General   headquarters,   north- 
ern bombing  group. 
Seaplane. 
Headquarters. 
Seaplane. 

France— Con  td. 
Oye 

Seaplane. 
Do. 

Do. 
Do. 
Do. 

Projected  mine  base. 

!         St.  Ingleveit.. 
Italy: 

LakeBolsena . 

Pescara 

Porto  Corsini. . 
Tunis: 

Bizerta 

Construction  at  each  of  the  above  stations  included  the  necessary 
buildings  for  administration,  officers'  and  enlisted  men's  barracks, 
storehouses,  latrines,  mess  houses,  repair  shops,  dispensaries,  garages, 
and  recreation  rooms ;  excepting  only  where  existing  buildings  were 
available  for  those  purposes. 

Reference  is  here  made  to  the  table  inserted,  giving  particulars 
of  all  work  performed  abroad  by  officers  of  the  Corps  of  Civil  En- 
gineers attached  to  the  naval  aviation  forces.  This  table  is  extracted 
from  the  comprehensive  statistical  report  of  Lieut.  Commander  D. 
Graham  Copeland  (C.  E.  C),  U.  S.  N.  (resiirned.X 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS. 


419 


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Location  map,  United  States  Naval  Air  Stations  abroad. 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS.  421 

The  seaplane  stations  included  also  the  necessar}'-  hangars  for  sea- 
planes and  the  necessary  shore  construction  for  the  runways.  Prior 
to  the  construction  of  the  more  permanent  hangars,  temporary  can- 
vas hangars  were  used  to  a  considerable  extent,  the  most  common 
type  being  the  "  Bessoneau,"  which  consisted  of  a  canvas  cover  on  a 
wooden  framework.  Those  constructed  by  the  United  States  forces 
were  principally  of  wood,  and  were  of  sufficient  width  to  take  in  the 
large  bombing  planes.  The  dimensions  called  for  a  clear  opening  of 
about  24  feet  in  height,  105  feet  in  width,  and  the  depth  was  in  gen- 
eral about  93  feet.  The  Bessoneau  hangars  were  of  a  size  to  take 
only  the  smaller  planes. 

The  dirigible  stations  were,  in  general,  located  2  or  3  miles  from 
the  shore.  They  included  liangars  whose  size  was  in  general  such  as 
to  afford  a  clear  width  of  over  70  feet,  a  clear  height  of  80  feet,  and 
a  length  of  about  600  feet. 

The  kite-balloon  stations  were,  as  a  rule,  near  the  shore,  and  were 
for  the  accommodation  of  kite-balloons  designed  to  be  towed  by  de- 
stroyers. These  balloons  each  required  a  clear  space  about  30  to  40 
feet  wide,  about  30  to  40  feet  high,  and  about  100  feet  long.  A  fair- 
sized  station  would  provide  for  three  balloons  inflated  and  three 
deflated. 

The  two  repair  bases  were  of  great  importance.  The  principal  one 
of  these  was  at  Pauillac,  on  the  Gironde  River  about  halfway  be- 
tween Bordeaux  and  the  ocean.  This  station  included  the  principal 
repair  shop,  250  feet  by  600  feet,  four  hangars,  93  feet  by  210  feet, 
and  a  great  number  of  storehouses  and  other  buildings.  There  were 
a  considerable  number  of  permanent  buildings  already  on  the  site. 

There  were  six  stations  in  Ireland.  That  at  Queenstown  was  ex- 
panded to  a  repair  base.  It  was  located  at  Aghada,  "Aghada  Villa  '^ 
being  used  for  officers'  quarters.  There  was  a  camp  there  of  the 
famous  "  Black  Watch  "  Scotch  regiment,  the  same  that  was  in  the 
Battle  of  Ticonderoga  in  the  American  wars  of  the  eighteenth  cen- 
tury. About  half  of  the  barracks  buildings  occupied  by  them  w^ere 
turned  over  to  the  Americans.  Wexford  was  particularly  interest- 
ing as  being  on  what  might  be  termed  the  southeastern  corner  of  Ire- 
land, where  the  channel  narrows  and  where  many  ships  were  com- 
pelled to  pass.  Whiddy  Island  is  at  the  head  of  Bantry  Bay,  on  the 
southwestern  corner  of  Ireland.  Berehaven  was  also  on  Bantry  Bay, 
but  near  its  entrance.  Lough  Foyle  and  Lough  Swilly  are  at  the 
extreme  northeast  of  Ireland,  and  protect  shipping  past  that  point. 
Besides  the  stations  noted,  a  base  for  material  was  acquired  in 
Dublin. 

The  station  of  Killingholme,  England,  was  turned  over  completely 
to  the  Americans. 


422  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  POCKS. 

In  the  early  summer  of  1918  an  officer  of  the  Corps  of  Civil  En- 
gineers, Lieut.  Commander  F.  N.  Bolles,  was  transferred  from  St. 
Inglevert,  near  Dunkerque,  to  Eastleigh,  England,  to  construct  the 
assembly  and  repair  base  of  the  Northern  Bombing  Squadron.  This 
was  located  near  Southampton.  It  had  originally  been  intended  to 
locate  this  station  in  France,  but  the  danger  of  a  German  drive  down 
the  channel  coast  of  France  had  decided  the  authorities  to  choose  a 
safer  site  in  England.  The  function  of  the  station  was  to  assemble 
and  repair  planes  for  the  bombing  squadrons  in  France. 

The  station  Avas  originally  designed  by  the  British  to  serve  as  a 
reception  park  for  aircraft.  Parts  and  complete  planes  were  to  be 
received  here  direct  from  the  factories  and  stored  until  needed.  It 
was  equipped  with  enormous  storehouses  and  hangars,  but  there  were 
accommodations  for  only  100,  whereas  the  accommodations  under 
American  occupation  had  to  be  for  5,000  men.  It  was  the  civil  engi- 
neer officer's  function  to  provide  barracks,  mess  halls,  hospitals,  light- 
ing, sewage  disposal,  and  recreation  quarters  for  the  5,000.  Addi- 
tional facilities  for  the  assembly  and  repair  of  planes  had  to  be  pro- 
vided in  the  way  of  shops,  a  power  plant,  test  stands,  etc.  The  boilers 
for  the  power  plant  were  shipped  from  the  United  States,  but  the 
ship  which  was  carrying  them  was,  unfortunately,  torpedoed,  and 
the  officer  in  charge  had  to  borrow  boilers  from  the  Portsmouth  Navy 
Yard,  where  he  was  hospitably  received  by  Rear  Admiral  Sir  Stan- 
ley Colville,  commandant  of  the  yard.  The  officer  was  later  obliged 
to  go  to  Scotland  to  get  some  additional  boilers. 

The  station  was  entirely  completed  and  in  full  operation  by  the 
time  of  the  armistice. 

The  Dunkerque  aviation  base  was  one  of  the  most  interesting  in 
France.  It  was  situated  in  the  city,  where  it  was  subject  to  nightly 
bombing  by  the  Germans,  particularly  when  the  moon  shone.  In 
this  station,  as  in  the  great  English  aviation  station  at  Felixstowe, 
it  was  necessary  to  construct  bombproofs  in  which  the  men  could  take 
shelter. 

The  following  incidents,  related  by  Lieut.  Commander  F.  N.  Bolles, 
illustrate  rather  vividly  conditions  existing  in  the  Dunkerque  salient : 

From  Taris  I  was  sent  to  St.  Inglevert,  near  Dunkerque,  to  construct  a  small 
squadron  base.  The  life  at  St.  Inglevert  was  very  interesting  and  at  times 
exciting,  for  the  fighting  lines  were  not  far  distant  at  that  time  (June,  1918). 
The  near-by  British  and  French  squadrons  vere  going  over  the  lines  at  night, 
whenever  the  weather  permitte<l,  on  bombing  expeditions,  and  the  old  French 
chateau  in  which  we  American  officers  lived  was  the  rendezvous  for  Belgian, 
French,  British,  and  Portuguese  officers  from  miles  around.  Upon  one  of  my 
trips  to  Dunkerque,  a  German  long-range  shell  wrecked  our  seaplane  hangar, 
spraying  shell  fragments  about  promiscuously.  None  of  us  was  injured, 
though  morale  for  a  few  moments  was  at  a  low  ebb.  On  another  occasion,  a 
launch  which  had  been  sent  out  to  pick  up  a  disabled  American  seaplane  was 
captured  by  the  Germans.    The  station  doctor  was  among  those  taken  prisoner. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS. 


423 


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Stations  abroad. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  425 

All  of  the  other  French  stations  were  located  on  the  coast  extend- 
ing from  the  Brittany  peninsula  to  the  latitude  of  Bordeaux.  The 
Brest  station  was  contiguous  with  the  French  navy  yard.  Treguier, 
L'Abervrach,  He  Tudy,  La  Trinite,  and  Le  Croisic  are  on  the 
Brittany  coast,  Guipavas  is  2  or  3  miles  inland  from  Brest.  Mout- 
chic  was  located  on  a  lake  and  was  used  exclusively  as  a  school. 

A  great  deal  of  work  was  done  by  the  station  forces,  using  prin- 
cipally materials  sent  from  the  United  States.  Considerable  work, 
however,  was  done  by  local  contractors.  This  was  particularly  the 
case  in  the  Irish  stations  and  at  the  French  stations  of  Brest,  Arca- 
chon,  and  Moutchic.  Both  French  and  English  construction  showed 
a  tendency  to  more  permanent  work  than  American  engineers  would 
undertake  for  war  emergencies,  both  in  the  buildings  and  in  the 
ground  layout,  including  shore  protection,  runways,  etc.  This  was 
partly  accounted  for  by  the  great  dearth  of  lumber.  It  seemed  best 
in  most  cases  to  let  these  contractors  follow  their  own  methods,  so 
long  as  results  were  accomplished. 

Considerable  construction  already  in  place  was  turned  over  to  our 
forces.  Treguier  station  was  in  active  operation  before  we  took 
it  over,  as  was  the  dirigible  station  Paimboeuf.  At  L'Abervrach, 
La  Trinite,  Fromentine,  and  Arcachon  we  made  a  fresh  start.  Other 
stations  were  intermediate  in  condition  between  these  extremes.  In 
both  France  and  England,  naval  public  works  are  administered  by 
civilians  detailed  from  another  department  of  the  Government  in- 
stead of  by  a  special  corps  of  civil  engineers  as  in  the  United  States 
Navy.  This  occasioned  some  uncertainty  and  delay.  Strictly  speak- 
ing, a  request  from  a  United  States  officer  had  to  pass  through  a 
French  or  English  officer  to  a  civilian  official,  each  of  these  being 
either  a  district  representative,  or  possibly  at  headquarters  in  Paris 
or  London,  and  thence  to  the  local  official  of  public  works,  and 
so  to  the  contractor.  Of  course,  we  cut  across  this  circuit  to  a  great 
extent,  and  took  matters  up  directly  with  the  parties  who  were  to 
execute  them. 

There  were  some  peculiar  classes  of  workmen  on  the  grounds; 
there  may  be  noted  particularly  enlisted  Kabyles,  of  the  French 
Army,  from  Northern  Africa,  German  prisoners,  and  at  one  of  the 
fuel-oil  stations  a  gang  of  Bulgarian  deserters.  The  Kabyles  at  an 
airplane  station  at  one  time  refused  work.  Their  commanding  officer 
settled  this ;  to  use  his  own  words,  "  I  did  not  give  them  anything  to 
eat";  they  returned  to  work.  On  another  occasion  the  same  outfit 
struck  or  mutinied.  It  was  reported  that  tlj^ir  officer  drove  the  ring- 
leaders into  a  building  with  a  shotgun,  and  so  ended  that  difficulty. 

The  liaison  features  at  headquaiters  were  interesting,  being  lo- 
cated in  London  in  the  old  buildings  of  the  Admiralty,  and  in 
Paris  in  the  building  which  duplicates  the  Hotel  Crillon,  and  with 


426  ^VAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

it  looks  out  on  the  Place  de  la  Concorde,  exactly  as  it  did  on  the 
dayof  the  execution  of  Louis  XVI.  There  interviews  were  had  with 
le  Capitaine  de  Fregate  Gerspach  and  the  two  Lieutenants  de  Vais- 
seau  L'Escaille  and  Thierry.  M.  Minard,  with  the  title  of  Ingenieur 
en  Chef  des  Fonts  et  Chaussees,  but  ''  servicant  aux  travaux  hydrau- 
liques,"  was  in  a  building  close  to  the  Eiffel  Tower.  His  colleague. 
M.  Mallat,  with  the  same  title,  was  in  charge  of  public  works  at 
Brest,  his  office  being  in  an  ancient  building  of  the  navy  yard. 
All  this,  along  w^ith  the  solid  construction  usually  employed,  gave 
an  impression  of  Old  World  conservatism,  but  in  so  far  as  could  be 
judged,  results  were  promptly  accomplished  and  usually  in  the  best 
way  practicable  under  the  difficult  circumstances  of  the  war.  For 
one  item,  the  variety  of  designs  for  dirigible  hangars  adopted  and 
actually  used  by  M.  Minard  was  particularly  impressive;  they  em- 
bodied ever}"  means  available. 

The  most  active  coadjutor  for  the  Irish  station  (Aghada)  was 
Lieut.  Mulville,  who  in  private  life  was  a  civilian  engineer  of  South 
American  and  other  experience.  At  London  headquarters  also  some 
of  the  officers  concerned  in  public-works  construction  were  reserve 
officers  who  in  civil  life  were  civil  engineers. 

[Certain  facts  abstracted  at  this  point  from  the  report  of  Lieut. 
Commander  Copeland  present  phases  of  the  activities  of  the  aviation 
construction  forces  abroad  in  a  graphic  manner.] 

The  task  set  the  Corps  of  Civil  Engineers  abroad  in  providing  for 
naval  aviation  was,  roundly,  that  of  establishing  all  proper  quarters 
and  facilities  for  the  operations  of  20,962  officers  and  men  in  the 
Navy's  flying  forces,  foreign  service.  This  force  was  almost  half  as 
great  as  the  Navy's  total  prewar  strength  and  almost  double  the  pre- 
war strength  of  the  Marine  Corps. 

Barracks  aggregated  1,325,699  square  feet;  if  joined  end  to  end, 
they  would  extend  a  distance  of  12  miles. 

If  all  piers  and  sea  walls  constructed  and  dredging  done  were 
combined,  the  total  project  would  permit  the  docking  and  unloading 
of  two  ships  of  the  magnitude  of  the  Leviathan  simultaneously. 

The  total  volume  of  concrete  placed  at  all  stations  would  form  a 
bulk  approximately  equivalent  to  one  of  the  pyramids  of  Egypt, 
that  of  Menkaura  at  Gizeh. 

Twenty-nine  telephone  exchanges  were  installed,  and  1,323  miles 
of  telephone  line  constructed. 

Twenty-eight  j^ower  houses  were  built,  admitting  of  an  output  of 
energy  equivalent  to  the  demands  of  an  average  American  city  of 
40,000  inhabitants. 

The  total  cubic  contents  of  all  structures  erected  and  used  would 
be  represented  by  a  box  sufficient  to  contain  the  Woolworth  Building 
ten  times  over. 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND   DOCKS.  427 


Frame  dirigible  hangar,    United   States  Naval   Air   Station,    Paimboeuf,   France ;   early 

construction  view. 


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Frame  dirigible  hangar,   United    States  Naval   Air  Station.   Paimboeuf,  France;   late 

construction  view. 


428  WAR    ACTIVITIES    OF    BUREAU    OF    YARDS   AND    DOCKS. 


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■'■ 

^^ 

Seaplane  view  of  United  States  Naval  Air  Station,  Arcachon,  France. 


WAK  ACTIVITIES   OF   BUREAU   OF    YARDS   AND  DOCKS.  429 

Hospital  facilities  were  provided  for  3,000  patients. 

Water  supplies  with  an  aggregate  yield  of  153,000,000  gallons 
per  year  were  developed.  A  steel  tank  of  the  total  capacity  of  all 
tanks  erected  would  encircle  the  Washington  Monument.  Such  a 
tank  set  on  a  composite  of  all  the  steel  towers  built  for  water-supply 
purposes  would  form  a  structure  twice  as  high  as  the  Eiffel  Tower. 

Covered  storehouses  were  provided  having  an  aggregate  area  ex- 
ceeding the  prewar  storage  at  the  navy  yards  at  New  York,  Phila- 
delphia, Charleston,  and  Puget  Sound  combined. 

If  collected  in  one  group,  the  hangars  constructed  would  cover 
40  city  blocks. 

Aeroplane  slipways  constructed,  if  laid  to  a  uniform  width  of  20 
feet,  would  extend  nearly  3  miles  in  length.  On  such  a  slipway  65 
per  cent  of  the  German  aeroplanes  surrendered  to  the  Allies  could 
be  easily  drawn  up  for  inspection. 

Tonnage  transported  by  trucks  on  these  construction  projects 
abroad  amounted  to  162,000  ton-miles. 

Lumber  used  aggregated  21,834,000  board  feet — equivalent  to  4,12T 
miles  of  planking  1  foot  wide. 

Stations  in  Brest  and  vicinity. — Having  briefly  surveyed  the  field 
of  aviation  construction  abroad,  the  bureau  is  fortunate  in  being 
able  next  to  present  some  first-hand  details  of  construction  as  exe- 
cuted at  Brest,  He  Tudy,  L'Abervrach,  Guipavas,  and  Treguier  (see 
map),  from  the  account  of  the  civil  engineer  in  direct  charge  of  these 
operations,  Lieut.  C.  P.  Conrad.  These  aviation  stations  were  con- 
structed in  the  vicinity  of  Brest  as  part  of  the  French  and  Ameri- 
can naval  air  program  of  defense  of  the  coast  of  France.  The  sites 
of  the  stations  were  chosen  by  a  joint  commission  in  the  late  summer 
of  1917,  with  the  idea  of  dividing  the  territory  about  evenly  between 
the  two  services. 


Brest  was  to  be  a  combined  H-16  seaplane  and  kite-balloon  station,  with  a 
complement  of  600  men.  The  ground  chosen  was  a  strip  of  made  land  3,000 
feet  long,  250  to  300  feet  wide,  fronting  on  the  inner  harbor  of  Brest. 

When  our  first  construction  forces  arrived  in  France  in  November,  1917, 
work  was  already  under  way  at  the  Brest  station  under  the  supervision  of 
the  French  civil  engineers  of  the  department  of  Travaux  Hydraulques.  They 
had  prepared  complete  plans  and  had  let  contracts  to  French  contractors  for 
the  construction  of  barracks,  launching  slips,  and  a  wooden  hangar.  A  force 
of  50  German  prisoners  and  100  Moroccan  laborers  were  doing  force-account 
work  on  roads  and  foundations  at  the  time  of  our  first  inspection. 

All  expenses  incurred  were  charged  to  our  account  and  were  billed  to  us 
quarterly.  The  French  Government  charged  us  20  per  cent  on  all  these 
accounts  to  cover  their  engineering  and  overhead  expenses. 

Early  construction  work  by  our  own  forces  was  carried  on  in  close  coopera- 
tion with  the  French,  and  with  the  idea  of  completing  the  station  as  they  had 
planned  it,  adding  from  our  own  material  barracks  and  hangars  to  bnng  its 

37022—21 28 


430  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS. 

capacity  up  to  our  requirements.  The  United  States  naval  forces  had  use  for 
all  their  own  material  elsewhere  on  new  projects,  and  we  were  glad  to  coimt 
on  all  the  buildings  that  the  French  could  pi'omise  us  at  Brest. 

Our  construction  up  until  the  receipt  of  materials  from  the  United  States 
in  April,  1918,  consisted  of  erecting  temporary  portable  barracks  and  tents 
borrowed  from  all  sources  to  house  our  rapidly  growing  complement,  and  of 
preparing  foundations  and  floors  for  our  seaplane  hangars.  Construction  mate- 
rials and  tools  were  almost  unobtainable  in  the  French  market.  Cement  was 
imported  from  England.  The  sailors  broke  by  hand  all  the  rock  for  the  first 
hangar  foundations  and  floor.  Our  concrete  miser  obtained  for  the  second 
hangar  was  an  old  continuous  type  that  had  been  used  in  the  construction  of 
fortifications  on  the  opposite  side  of  the  bay.  A  working  party  on  a  six-ton 
truck  started  after  this  mixer  at  4  a.  m.  one  Sunday,  made  the  150-mile  round 
trip,  and  returned  with  it  at  2  a.  m.  Monday  niorn'ng.  We  bought  the 
hand  tools  essential  to  our  preliminary  work  from  French  hardware  stores, 
but  the  stocks  were  depleted  from  three  and  a  half  years  of  war  and  the  models 
were  crude.  Carpenters'  hanmiers  were  rectangular  blocks  of  steel.  A  request 
for  claw  hammers  was  met  by  the  indignant  protest  of  the  merchant  that  good 
carpenters  used  pincers  to  pull  nails. 

The  sailors,  most  of  whom  had  enlisted  for  aviation  and  were  without  con- 
struction experience,  worked  wonderfully  well  with  their  crude  equipment. 
Barracks  and  tents  for  300  men  and  complete  foundations  and  floor  for  two 
bays  of  a  seaplane  hangar  wei-e  finished  when  the  first  shipload  of  hangar 
lumber,  tools,  and  portable  barracks  arrived  from  Pauillac  in  the  latter  part  of 
April,  1918. 

The  erecting  of  the  hangar  started  at  once  with  two  8-hour  shifts,  because 
there  were  tools  enough  for  only  75  men.  In  15  days  after  the  last  load  of 
lumber  left  the  ship,  the  hangar,  93  by  214  feet,  was  completed. 

Meantime  the  work  started  by  the  French  had  made  slow  progress  for  lack 
of  lumber.  None  of  the  barracks  were  completed,  though  half  a  dozen  were 
started.  The  distribution  of  lumber  had  been  placed  under  the  war  ministry, 
and  the  contractor  could  not  get  deliveries.  No  work  had  been  done  on  the 
seaplane  hangar,  which  was  to  have  been  completed  February  1,  1918.  Finally 
we  gave  up  hope  of  seeing  this  work  go  forward  and  had  all  French  contracts 
canceled  on  August  23,  1918.  Three  barracks  had  been  completed,  and  we 
finished  others  with  our  own  material.  The  hangar  was  not  sufficiently  ad- 
vanced to  be  of  any  use  to  us,  and  we  substituted  for  it  an  additional  hangar 
of  the  American  design. 

After  mid.summer,  1918,  tools  and  construction  materials  came  in  i-apidly 
from  the  United  States.  It  became  necessary  to  assemble  planes  at  Brest 
because  they  were  received  as  deck  loads  on  the  troop  transports  and  were 
too  bulky  to  transfer  by  rail  to  Pauillac  for  assembly.  This  greatly  increased 
the  size  of  the  station,  the  complement  being  raised  from  600  to  800  men,  and 
machine-shop  and  hangar  space  was  provided  for  assembling  work.  The  ma- 
chine shop.  100  by  30  feet  with  an  L  30  by  30  feet,  was  constructed  entirely 
of  seaplane  crates.  The  panels  were  used  whole  for  the  sides  and  roof.  The 
posts,  plates,  and  rafters  were  made  of  the  frames  of  the  crates.  The  walls 
were  made  two  panels  thick  to  satisfy  the  requirements  of  Assembly  and  Re- 
pair, who  were  very  .skeptical  regarding  this  type  of  construction.  It  proved 
entirely  satisfactory.  This  unexpected  source  of  lumber  proved  a  great  boon 
and  all  small  structures  not  the  size  of  standard  portable  sections  were  there- 
after built  of  seaplane  crates. 

At  the  time  of  the  armistice,  Brest  station  had  barracks  space  for  1,000  men, 
quarters  for  50  officers  and  75  chief  petty  officers,  3  wooden  seaplane  hangars 


WAR   ACTIVITIES    OF    BUEEAU    OF    YARDS    AXD   DOCKS.  431 


Seaplane  view  of  United  States  Naval  Air  Station,  Guipavas,  Franc- 


Dirigible  hangar,  United  States  Naval  Air  starimi,   ( ,uii);i  vn<.  l-'rann 


432  WAR   ACTIVITIES    OF   BUREAU    OF    YARDS   AXD   DOCKS. 


Seaplane  view  of  porti. 


Air  Station,  Pauillac.  France. 


Seaplane  hangars,  United  States  Naval  Ah    .Slaiiun,  i'auillac,  France. 


WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND  DOCKS.  433 

(93  by  214  feet  each),  a  steel  kite-balloon  hangar  (100  by  120  feet),  and  auxil- 
iary buildings  such  as  galley,  mess  halls,  storehouses,  machine  shops,  garages, 
and  offices  to  meet  the  needs  of  a  station  of  this  size. 

Construction  stopped  with  the  armistice  and  demobilization  began. 

The  Brest  station  was  the  only  one  of  naval  aviation's  establishments  taken 
over  by  the  French  Navy,  although  we  had  understood  up  to  the  armistice  that 
several  others  were  also  wanted.  Only  the  equipment  was  moved  from  the 
station,  and  the  French  were  given  formal  possession  on  February  22,  1919. 
But  it  was  September,  1919,  before  the  minister  of  the  navy  approved  this 
transfer  and  agreed  on  the  financial  terms,  and  it  was  December  before  the 
transfer  received  the  approval  of  the  naval  appropriations  committee  of  the 
Chamber  of  Deputies,  an  act  necessary  to  make  it  legal. 

ILE  TUDY. 

The  construction  of  the  seaplane  station  at  He  Tudy  was  also  in  the  hands 
of  the  French  at  the  time  of  our  arrival.  This  station  had  been  laid  out  on  a 
much  smaller  scale  than  that  at  Brest.  Quarters  for  200  men  were  fitted  out  in 
the  loft  of  a  large  stone  building  that  had  served  as  a  sardine  cannery.  Two 
canvas  hangars  housed  the  French-built  planes,  and  a  track  laid  directly  on 
the  mud  flat  served  for  launching  them.  Substantial  wooden  buildings  had 
been  built  for  carpenter  shop,  machine  shop,  and  aviation  stores,  and  stone 
buildings  for  garages  and  oil  storehouse. 

Fresh  water  was  obtained  from  the  village  supply,  which  was  brought 
through  13,000  feet  of  3-iuch  clay  pipe  from  a  small  spring  14  feet  above  the 
station.  It  provided  only  a  trickle  at  each  end  of  the  village,  where  the 
women  stood  in  lines  for  hours  to  fill  their  pitchers.  Our  consumption  was  far 
beyond  French  standards,  and  increasing  the  water  supply  was  the  first  work 
we  iindertook  here.  All  the  ground  water  of  the  sandy  spit  on  which  the 
station  was  built  is  brackisli,  a  condition  which  necessitated  our  going  2  miles 
inland  to  dig  a  well.  Water  was  hauled  by  truck  from  here  and  from  a  stream 
about  4  miles  away. 

The  village  pipe  line  received  only  one-third  of  the  flow  of  the  spring,  while 
a  community  laundry  basin  used  by  half  a  dozen  families  received  two-thirds. 
The  division  was  made  in  a  locked  stone  weir  chamber  on  a  marquis's  estate 
and  the  game  warden  could  not  be  persuaded  that  military  necessity  was  any 
cause  for  changing  this  century-old  partition.  Fortunately  for  us,  the  marquise 
came  to  her  country  estate  earlier  than  usual  that  year  to  escape  air  raids  in 
Paris,  and  granted  the  American  Navy  complete  control  of  the  spring,  a  conces- 
sion that  through  official  channels  could  not  have  been  obtained  in  less  than 
three  months.  The  increased  spring  flow  and  the  water  hauled  in  proved  suffi- 
cient for  what  the  French  officers  regarded  as  our  extravagant  use. 

He  Tudy  operated  brilliantly  with  only  French  equipment,  but  gradually,  as 
portable  buildings  and  lumber  were  received  from  the  United  States  under 
Yards  and  Docks  orders,  barracks,  recreation  hall,  and  dispensary  were  pro- 
vided for  the  men  in  place  of  the  lofts  in  which  they  had  slept  with  the  carrier 
pigeons.  One  of. our  wooden  seaplane  hangars,  214  by  93  feet,  supplemented 
the  French  canvas  ones,  which  were  raised  on  4-foot  piers  to  accommodate 
HS-1  seaplanes.  Concrete  aprons  and  a  concrete  launching  ways  replaced  the 
French  track  when  the  station  began  to  operate  with  the  heavier  American 
seaplanes  in  September,  1918. 

At  He  Tudy  the  French  completed  the  station  as  they  ijlanued  it,  providing 
hangars,  shop  equipment,  .-ind  quarters  .sufficient  for  the  hare  necessities  of  op- 


434  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS  AND  DOCKS. 

oration.  We  enlarged  the  establishment  to  permit  more  efficient  operation 
with  heavier  machines,  and  to  provide  a  reasonable  degree  of  comfort  for  the 
men. 

After  the  armistice,  the  French  Navy  having  indicated  that  it  had  no  use 
for  this  station,  the  portable  buildings  were  knocked  down  and  turned  over  to 
the  United  States  Army,  who  had  great  need  for  them  in  building  up  the  em- 
barkation camp  near  Brest.  The  wooden  hangar  was  razed  and  transferred 
tG  the  Army  as  salvage  lumber  for  tent  floors,  etc.  The  sardine  cannery  and 
the  land  were  returned  to  their  owners,  who  exacted  no  damages  for  our  occu- 
pation. 

IVABERVRACII. 

The  seaplane  station  I'Abervrach,  about  20  miles  north  of  Brest  at  the 
entrance  to  the  English  Channel,  was  located  on  a  rocky  island  of  16  acres' 
area,  three-quarters  of  a  mile  across  the  inlet  from  the  village  of  that  name. 
The  island  at  low  water  was  connected  with  the  mainland  on  the  opposite  side 
of  the  inlet. 

No  work  was  done  on  this  station  by  the  French,  but  they  secured  the  site 
for  us  by  condemnation  and  assisted  with  the  preliminary  surveys.  Our  first 
detachment  of  40  men  arrived  on  January  26,  1918.  They  were  quartered  in 
the  village,  as  there  was  no  shelter  on  the  island,  and  went  to  and  from  work 
in  fishing  boats.  A  pier  was  constructed  of  loose  stones,  there  being  no  means 
of  access  to  the  island.  The  stones  were  collected  in  carts  that  we  hired  locally 
through  proclamation  of  our  needs  by  the  town  crier.  The  carts  were  boxes  set 
on  two  wheels.  To  dump  them  the  horse  was  unhitched,  allowing  the  shafts  to 
fly  up  in  the  air.  The  drivers  were  women  and  children,  there  being  some 
little  fellows  who  did  not  look  over  6  years  old.  These  people  spoke  only 
Breton,  a  language  entirely  different  from  French,  which  made  it  impossible 
to  arrange  a  schedule  of  work  with  them.  They  came  and  went  without  a 
word,  receiving  their  pay  from  us  through  the  mayor  of  their  comnuine. 

Pier  construction,  road  work,  and  grading  for  the  hangars  were  carried  on 
by  working  parties  living  in  the  village  until  March.  The  inlet  was  so  rough 
on  some  days  that  boats  could  not  reach  the  island.  Tents  were  borrowed  from 
the  United  States  Army,  and  the  detachment  moved  over  to  the  island  about 
the  middle  of  March.  Three  French  portable  barracks  were  received  and 
erected  in  April. 

Hangar  lumber  and  American  portable  buildings  were  received  from  Pauillac 
in  May.  All  this  material  was  unloaded  from  the  ship  in  Brest,  hauled  by 
truck  a  mile  to  the  narrow-gauge  station,  there  loaded  at  the  rate  of  eight 
10-ton  cars  a  day,  and  hauled  to  I'Abervrach,  four  cars  per  train,  in  two  trains 
per  day,  as  this  was  the  maximum  capacity  of  the  railroad.  At  I'Abervrach  the 
material  was  unloaded  fronr  the  cars  and  taken  three-quarters  of  a  mile  across 
the  inlet  in  40  and  50  foot  motor  sailers,  fishing  boats,  rafts,  and  on  the  one 
10-ton.  flat  lighter  in  the  harbor.  The  harbor  was  too  small  to  receive  any 
supply  boats  direct  from  Pauillac. 

Water  could  not  be  obtained  on  the  island,  and  at  first  was  carried  from  the 
village  in  gasoline  drums.  Four  wells  were  dug  on  the  mainland  with  which 
the  island  connected  before  sweet  water  was  found.  This  supply  was  then 
piped  2,000  feet  to  the  station  across  the  tide  flat. 

In  August,  1918,  the  station  was  ready  to  operate,  with  one  hangar  214  by 
93  feet,  concrete  apron,  launching  ways  down  to  mean  tide,  machine  shop, 
office,  barracks  and  mess  for  300  men,  quarters  for  30  officers,  and  a  usable 
pier.  Construction  continued  until  the  armistice.  The  ways  and  the  pier  were 
lengthened,  and  grading  for  an  additional  hangar  proceeded. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS.  435 

After  the  armistice,  as  the  French  did  not  want  the  station,  it  was  torn  down, 
and  all  the  salvaged  building  material  was  turned  over  to  the  United  States 
Army  for  their  camp  construction  near  Brest.  Within  24  hours  after  our  men 
left  the  island  the  peasants  from  the  surrounding  country  had  carried  ofC 
every  splinter  of  wood  and  had  completely  torn  down  the  out-door  oven  to  get 
the  fire-brick. 

The  island  was  returned  to  its  owners  bare  as  before,  but  a  valuation  com- 
mission allowed  them  26,000  francs  damages.  This  sum  was  over  three  times 
the  value  of  the  land,  but  we  found  that  25.000  francs  of  it  was  for  destruction 
of  the  fences.  The  16  acres  had  been  divided  into  108  distinct  parcels,  each 
fenced  witih  a  boundary  work  vai-ying  fronr  a  single  line  of  stones  to  a  turf 
wall  four  feet  high.  These  had  been  valued  at  the  price  of  such  fences  on  the 
mainland,  where  turf  walls  six  feet  high  are  used.  The  damages  were  reduced 
to  5,000  francs. 

GTJIPAVAS. 

The  most  interesting  station  of  this  group  from  a  construction  standpoint 
was  the  dirigible  station  at  Guipavas.  Erecting  barracks  and  seaplane  hangars 
was  comparatively  simple  even  with  inexperienced  sailors,  and  most  of  our 
difficulties  at  the  seaplane  stations  lay  in  getting  materials;  but  erecting  the 
timber  dirigible  hangar  with  inexperienced  men  and  the  equipment  available 
was  an  interesting  task. 

The  camp  at  Guipavas  was  started  about  the  middle  of  March,  1918,  as  the 
French  did  not  allow  us  to  occupy  the  land  until  then.  Working  parties  from 
the  Brest  air  station  erected  a  borrowed  hospital  barracks  as  galley  and  mess 
hall  and  10  British  "  10-men  "  tents  that  were  really  crowded  for  four  men. 
The  first  detachment  of  50  men  arrived  at  8  o'clock  at  night,  separated  from 
their  hammocks  and  bedding. 

Four  hundred  yards  of  road  was  hastily  built  in  to  the  hangar  site  just  in 
time  to  receive  the  first  shipload  of  lumber,  April  3,  on  the  U.  S.  S.  Bella  from 
Pauillac.  The  lumber  was  hauled  by  truck  7  miles  from  Brest  to  where  the 
Bella  docked. 

The  only  erecting  equipment  received  with  the  lumber  was  two  60-foot  gin 
poles ;  so  while  the  hangar  site  was  being  graded  and  the  first  foundations  put 
in,  we  collected  equipment.  The  French,  on  a  similar  hangar,  assembled  the 
trusses  complete  on  the  ground  and  erected  them  with  a  traveler  that  picked 
them  up  at  five  points.  Even  with  this  traveler  they  dropped  four  trusses  and 
killed  two  men ;  so  it  was  evident  that  because  of  the  limberness  of  the  trusses 
we  could  not  pick  them  up  with  two  gin  poles.  The  French  contractor  offered 
to  rent  us  his  equipment,  but  demanded  a  fabulous  price  and  would  not  promise 
immediate  delivery. 

Wire  rope  was  obtained  from  the  French  navy  yard  and  manila  rope  from 
the  American  naval  base.  Two  steam  winches  for  the  gin-pole  lines,  together 
with  the  large  blocks,  were  rented  from  a  French  machine  shop,  and  an  over- 
hauled tug  boiler  was  bought  from  a  French  shipyard.  The  hand  winch  on 
the  tower  was  borrowed  from  the  French  balloon  station.  This  miscellaneous 
equipment  operated  satisfactorily  all  through  the  job. 

The  assembled  truss  was  laid  on  the  ground  with  the  hips  opposite  the 
foundation  piers  on  which  it  was  to  be  erected.  Wire  ropes  passing  over  tHe 
top  of  each  gin  pole  were  fastened  to  the  truss  at  these  points,  and  a  wire  rope 
passing  over  the  top  of  the  tower  was  fastened  to  a  stiffening  stick  lashed  to 
the  truss  about  8  feet  below  the  peak. 


436  WAR  ACTIVITIES   OF   BUREAU   OF   YAEDS   AND  DOCKS. 

In  raising  the  truss,  the  entire  load  was  carried  on  the  two  gin  poles,  and 
the  line  from  the  tower  was  used  only  to  keep  the  truss  from  bending  unduly. 
While  it  was  being  raised,  the  foot  of  the  truss  was  shoved  forward  on  skids 
toward  the  pier.  The  first  three  trusses  were  held  in  position  by  guy  lines  until 
the  tower  bracing  was  placed.  The  trusses  were  assembled  and  raised  at  the 
rate  of  one  a  day.  No  faster  method  was  sought,  as  the  erecting  went  faster 
than  we  received  material. 

The  hardest  part  of  the  work  was  placing  the  purlins  to  connect  the  first 
trusses,  as  only  half  a  dozen  of  the  men  had  ever  done  any  "  high  "  work,  and 
it  took  time  to  train  others  to  work  aloft. 

At  the  time  of  the  armistice  this  hangar  was  practically  complete.  Corru- 
gated metal  from  the  States  was  placed  on  the  roof  and  a  third  of  the  way 
down  the  sides.  Below  that  point  the  sides  were  covered  with  French  asbestos 
shingles  2  feet  square,  a  very  light  and  easily  placed  covering.  Rolling  doors 
were  provided  at  each  end,  though  only  the  east  one,  giving  access  to  the 
French  landing  field,  was  to  be  used  at  first.  The  wind-break  around  this  door 
was  practically  complete.  The  successful  prosecution  of  this  work  was  due 
in  large  measure  to  the  energy  and  resourcefulness  of  Carpenter  Stuart  B. 
Scruggs,  who  was  in  direct  charge  of  the  construction  work  at  the  station 
from  the  beginning  until  October,  1918. 

The  French  navy  informed  us  after  the  armistice  that  they  would  like  to 
retain  only  the  hangar  as  part  of  their  station.  The  camp  buildings  and  all 
surplus  lumber  were  sent  to  the  United  States  Army  at  Brest, 

TREGUIEK. 

Little  construction  work  was  done  by  our  forces  at  the  seaplane  station, 
Treguier,  as  this  station  had  been  operated  by  the  Fi-ench  since  1917,  and  was 
turned  over  to  us  complete  in  August,  1918.  Additional  barrack  and  mess 
accommodations  and  officers'  quarters  were  constructed.  A  fresh  water  supply 
was  piped  in  from  a  spring  3,000  feet  away.  The  canvas  hangars  were  modified 
to  give  the  necessary  headroom  for  our  HS-1  planes,  but  no  other  changes  of 
importance  were  made. 

After  the  armistice  this  station  reverted  to  the  French  except  for  the  barracks 
we  had  erected,  which  were  transferred  to  the  United  States  Army  at  Brest. 


CHAPTER   XIX. 

UNITED  STATES  HELIUM-PRODUCTION  PLANT,  FORT 

WORTH,  TEX. 

There  was  first  observed  in  tlie  spectrum  of  the  sun's  rays,  in  1868. 
a  line  indicatiA-e  of  a  previously  unknown  element,  and  thereupon 
attributed  to  a  hypothetical  element,  which  was  called  "  helium." 
Helium  was  first  identified  as  an  actuality  in  1895  by  Lord  Rayleigh 
and  Sir  William  Ramsay,  and  was  subsequently  found  to  occur  in 
the  earth's  atmosphere  to  the  extent  of  4  parts  in  1,000,000,  and  in 
certain  pools  of  natural  gas  in  appreciable  quantities. 

The  use  of  helium  as  a  buoyant  agent  in  lighter-than-air  craft  was 
conceived  by  British  scientists  in  the  early  stages  of  the  war.  Helium 
is  adapted  to  such  use  by  its  chemically  inert  nature  and  its  specific 
gravity,  being  lighter  than  any  known  substance  except  hydrogen. 
Because  of  the  inflammability  of  hydrogen  the  advantage  was  obvi- 
ous of  substituting  for  hydrogen  as  the  buoyant  agent  in  balloons 
and  airships  a  gas  which  is  noninflammable  and  at  the  same  time  has 
a  high  lifting  power.  Helium  has  about  92  per  cent  of  the  lifting 
power  of  hydrogen,  and  will  retain  balloon  buoyancy  longer  than 
hydrogen  because  of  its  slower  rate  of  diffusion  with  the  elements  of 
the  atmosphere  through  the  balloon  fabric. 

The  British,  being  unable  to  ascertain  a  feasible  source  of  sujjply, 
soon  after  the  United  States  entered  the  war  requested  American  au- 
thorities to  institute  investigations  along  this  line  to  determine  the 
feasibility  of  obtaining  helium  from  natural  gas.  The  aircraft 
board  on  August  4,  1917,  allotted  to  the  Bureau  of  Mines  $100,000, 
half  each  from  the  War  and  Navy  Departments,  for  exploration  and 
experimentation.  As  a  result  of  a  survey  of  gas  fields  by  the  Bureau 
of  Mines,  it  was  determined  to  exploit  the  Petrolia  (Tex.)  field,  leased 
by  the  Lone  Star  Gas  Co.,  for  the  extraction  of  helium  from  natural 
gas. 

Funds  were  allotted  for  experimental  purposes,  and  three  experi- 
mental plants  were  constructed  and  operated,  at  Fort  Worth  and 
Petrolia,  Tex.,  based  upon  three  different  processes  for  the  separa- 
tion of  helium  from  natural  gas.  As  a  result  of  these  experiments 
it  was  decided  by  the  aircraft  board  to  construct  a  helium-produc- 
tion plant  utilizing  the  process  developed  by  the  Linde  Air  Prod- 
ucts Co.,  and  funds  were  allotted  equally  by  the  War  and  Navy  De- 
partments for  this  purpose.     It  was  mutually  agreed  between  the 

437 


438  WAR   ACTIVITIES   OF   BUREAU   OF    YARDS  AND  DOCKS. 

two  departments  that  the  Navy  should  construct  the  plant  and  have 
cognizance  of  its  operation. 

The  plant  was  designed  by  the  Bureau  of  Engineering,  the  Bureau 
of  Yards  and  Docks,  and  the  Linde  Air  Products  Co.,  in  consultation. 
The  Bureau  of  Engineering  contracted  with  the  Linde  Co.  for  the 
design,  manufacture,  and  installation  of  the  special  separation  appa- 
ratus. The  Bureau  of  Yards  and  Docks  constructed  the  plant  and 
facilities  accessory  to  the  project,  purchased  certain  apparatus,  and 
installed  all  of  the  equipment  except  the  separation  apparatus.  The 
plant  is  being  operated  under  the  cognizance  of  the  Bureau  of  En- 
gineering. 

The  helium-production  plant  was  located  at  North  Fort  Worth 
rather  than  adjacent  to  the  wells  at  Petrolia,  for  economic  reasons. 
If  the  plant  were  located  at  Petrolia  it  would  be  necessary  to  con- 
struct a  power  plant  or  to  transmit  power  about  90  miles.  Surface 
water  in  adequate  quantities  is  not  available  at  Petrolia,  and  the 
artesian  conditions  in  that  vicinity  are  poor,  due  to  the  underlying 
pools  of  gas  and  oil.  Furthermore,  the  labor,  railroad,  and  highway 
facilities  at  Petrolia  are  very  poor.  At  North  Fort  Worth  a  reli- 
able supply  of  power  is  available,  the  railroad  and  highway  facili- 
ties are  excellent,  and  an  adequate  water  supply  may  be  obtained  by 
driving  wells  to  a  reasonable  depth. 

A  contract  was  entered  into  with  the  Lone  Star  Co.,  whereby  Pe- 
trolia gas  is  to  be  furnished  by  that  company,  processed,  and  the  dis- 
carded gas  from  the  production  plant  is  to  be  returned  to  the  Lone 
Star  mains.  The  gas  extracted,  absorbed,  or  dissipated  in  the  pro- 
duction of  helium  is  to  be  paid  for  at  prevailing  commercial  rates. 
The  Lone  Star  Co.  further  agrees,  for  certain  consideration,  to  draw 
not  more  than  10,000,000  cubic  feet  of  gas  per  day  from  the  Pe- 
trolia field,  as  long  as  the  open  flow  from  the  field  does  not  exceed 
75,000,000  cubic  feet  per  day.  The  consideration  to  the  Lone  Star 
Co.  for  this  conservation  is  assumed  to  represent  the  cost  to  that 
company  of  the  construction  and  operation  of  pipe  lines  to  draw  on 
other  fields  to  supplement  the  maximum  allowed  draft  from  the 
Petrolia  field. 

NATURAL-GAS  PIPE  LINE. 

The  location  of  the  United  States  helium-production  plant  at 
North  Fort  Worth  entailed  the  procurement  of  a  pipe  line  to  convey 
the  natural  gas  from  the  wells  to  the  plant.  The  existing  line  was 
the  16-inch  pipe  line  of  the  Lone  Star  Gas  Co.  The  Lone  Star  Co. 
piped  to  Petrolia  certain  nonhelium-bearing  gas  from  Oklahoma, 
which  was  mixed  at  that  point  with  Petrolia  gas.  To  process  this 
mixed  gas  for  helium  would  have  necessitated  the  handling  of  a 
larger  quantity  of  gas  to  produce  a  given  quantity  of  helium.    There- 


NAVY  ACTIVITIES   BUREAU   OF   YARDS  AKD   DOCKS. 


439 


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440 


WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND  DOCKS, 


fore  it  was  agreed  that  the  Government  should  build  ii  i)arallel  pipe 
line  of  10  inches  inside  diameter  to  convey  Petrolia  gas  only.  The 
length  of  this  line  is  approximatelj^  9G  miles  to  map  scale,  although 
the  actual  length  is  over  100  miles,  because  of  the  rolling  terrain  over 
a  large  portion  of  the  length.  This  is  the  longest  gas  pipe  line  in  the 
United  States  without  an  intermediate  compressor  station. 

Right  of  way. — The  Lone  Star  Gas  Co,  in  1909  laid  a  16- inch  gas 
line  from  Petrolia  to  their  measuring  station  adjacent  to  the  site  of 
the  helium-production  plant  at  Xorth  Fort  Worth,  At  that  time  the 
Lone  Star  Co.  purchased  easements  for  the  laj'ing  of  two  parallel  pipe 
lines  between  these  two  points,  at  a  cost  of  $32,784.40.  In  order  to 
expedite  the  laying  of  the  Government  pipe  line,  the  Lone  Star  Co. 
consented  to  sell  their  available  easements  to  the  department.  It 
was  found  that  the  diversion  of  the  route,  from  that  of  the  Lone 
Star  Co,  for  a  distance  of  about  9  miles  between  Newark  and  North 
Fort  Worth  would  shorten  the  line  about  3,200  feet  and  avoid  several 
stream  crossings,  so  easements  were  purchased  by  the  department  to 
effect  this  diversion. 

Pressure. — When  gas  wells  were  first  drilled  in  the  Petrolia  field 
they  showed  closed  pressures  greater  than  700  pounds  per  square 
inch.  The  pressures  have  decreased  greatly,  however,  owing  to  the 
diminution  of  the  supply,  so  that  the  present  pressures  are  less  than 
150  pounds  per  square  inch.  In  order  to  convey  a  sufficient  supply 
for  the  use  of  Fort  Worth  and  Dallas,  the  Lone  Star  Co,  built  a 
compressor  station  at  Petrolia  intended  to  furnish  a  pressure  of  about 
300  pounds  per  square  inch.  The  compressor  station  will  be  used  also 
to  furnish  the  pressure  for  the  Government  line.  The  present  operat- 
ing pressure  varies  between  200  and  300  pounds. 

Capacity. — The  derivation  of  a  universal  formula  for  the  discharge 
or  capacity  of  a  pipe  line  is  impossible,  since  many  indeterminate 
factors  are  present.  Formulae  have  been  deduced,  however,  which 
are  an  approximate  indication  of  the  capacity.  According  to  the 
formula  by  F.  H,  Oliphant,  of  the  United  States  Geological  Survey, 
the  10-inch  pipe  line  from  Petrolia  to  North  Fort  Worth,  104  miles 
in  length,  will  discharge  the  following  quantities  of  gas: 


Intake  pres- 
sure per  square 
inch. 

Discharge  pres- 
sure per  square 
inch. 

Capacity  per  24 
hours. 

Pounds. 
300 
300 
300 
250 
250 
200 
200 

Pounds. 
ISO 
200 
250 
150 
200 
125 
150 

Cubic  feet. 
9,300,000 
8,000,000 
5,900,000 
7,200,000 
5,300,000 
5,650,000 
4,750,000 

i»ip^ 

4 

1 

tzzz. 


JSIZS 


rex. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS,  441 

These  capacities  do  not  take  account  of  changes  in  temperature. 
One  hundred  and  ninety  pounds  per  square  inch  is  estimated  as  the 
average  exit  pressure  in  the  pipe,  with  the  plant  running  at  full 
capacity.    . 

Pipe. — About  7,700  tons  of  light  steel  pipe,  of  10  inches  inside 
diameter,  weighing  28.035  pounds  per  linear  foot,  were  used.  The 
pipe  is  plain-end,  of  lengths  averaging  20  feet.  Before  acceptance 
the  pipe  was  submitted  to  a  mill  test  of  600  pounds  per  square  inch 
hydrostatic  pressure,  being  struck  with  a  hammer  while  under  this 
pressure. 

Couplings. — "  Friction  "  couplings  were  used,  of  the  Dresser  type. 
The  gasoline  content  of  natural  gas  attacks  ordinary  rubber  packing 
destructively,  so  that  the  couplings  were  provided  with  special  pack- 
ing to  resist  the  deleterious  action.  One-half  of  the  couplings  were 
provided  each  with  Paranite  packing  and  with  Goodrich  "  Grade  19  " 
23acking. 

Valves. — The  line  was  divided  by  means  of  gate  valves  into  nine 
approximately  equal  parts.  This  division  was  made  for  the  pur- 
pose of  saving  gas  in  case  repairs  are  needed.  The  valves  are  extra 
heavy  10-inch  threaded  and  recessed  gate  valves.  On  the  north  side 
of  each  gate  there  is  placed  a  blow-off  for  the  purpose  of  relieving 
the  line  of  pressure  while  repairs  are  being  made.  Each  of  these 
valves  is  placed  opposite  a  similar  gate  on  the  Lone  Star  Co.'s  line 
to  facilitate  maintenance. 

Blowing  out  and  testing. — The  pipe  line  was  blown  out  by  means 
of  gas  under  pressure  in  order  to  clear  the  line  of  dirt  and  scale  be- 
fore being  put  in  operation.  This  blowing  out  was  done  in  sections 
approximately  10  miles  long  by  breaking  a  connection,  raising  the 
pipe  out  of  the  ground,  and  forcing  the  gas  through  from  the  north 
end,  after  which  the  line  was  again  connected  and  the  next  section 
south  was  blown  out,  and  so  on.  After  the  last  section  on  the  south 
end  was  blown  out,  the  line  was  filled  with  gas  at  260  pounds  pres- 
sure, the  pressure  being  allowed  to  equalize  itself,  and  all  gates  were 
closed  in  order  to  determine  the  drop  in  pressure  in  each  section.  To 
determine  the  drop  in  pressure  a  gauge  was  installed  on  each  side 
of  every  gate  on  the  line,  thus  affording  a  pressure  reading  at  each 
end  of  a  section.  The  temperature  at  the  time  of  year  at  which  the 
test  was  accomplished  does  not  change  throughout  the  day  enough 
to  affect  the  pressure  in  a  line  below  ground.  However,  thermom- 
eters were  placed  on  the  line  and  temperature  readings  taken.  Read- 
ings on  both  pressure  gauges  and  thermometers  were  taken  hourly 
for  24  hours.  The  average  drop  in  pressure  during  the  24-hour 
closed-line  test  was  4.1  per  cent,  and  the  maximum  drop  in  pressure 
in  any  section  was  7.5  per  cent.  It  is  considered  that  the  results 
of  the  test  were  indicative  of  a  well-laid  line. 


442  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS. 

SEPARATION  OF  HELIUM  FROM  NATURAL  GAS. 

Analysis  of  Petrolia  gas. — The  analysis  of  the  effluent  from  the 
wells  at  Petrolia  varies  slightlj''  in  the  per  cent  content  of  each  com- 
ponent. The  properties  of  each  component  gas,  with  the  average 
content,  are  tabulated  as  follows : 


Name 


Methane 

Ethane 

Carbon  dioxide 

Oxygen 

Nitrogen 

Helium 


Formula. 


CH4 

C2H6 
COo 

02 

N2 

He 


Content, 

per  cent  by 

volume. 


55.34 
11.66 

.34 

Trace. 

31.72 

.94 


Observed 

specific 

gravity  (hy- 

drogen=lX 


7.98 
15.61 
22.00 
15.90 
14.20 

1.97 


Critical 
tempera- 
ture,  °C. 


-  95.5 
34.0 
30.9 
-118.0 
-146.0 
-268.0 


Critical 
pressure 
in  atmos- 
pheres. 


50.2 
50.0 
73.0 
50.3 
33.0 
2.0 


The  first  two  items  above  include  slight  proportions  of  other 
hydrocarbons.  It  will  be  noted  that  this  gas  contains  no  carbon 
monoxide,  free  h3'drogen,  sulphur  gases,  or  unsaturated  hydro- 
carbons, the  presence  of  any  of  which  would  have  introduced  other 
difficulties  in  the  separation.  While  the  gas  is  at  atmospheric  pres- 
sure during  one  stage  of  the  process,  oxygen  will  probably  be  ab- 
sorbed from  the  atmosphere,  so  that  a  larger  content  of  oxygen  will 
have  to  be  separated. 

The  calorific  value  of  the  Petrolia  gas  is  somewhat  less  than  800 
B.  t.  u.  per  cubic  foot,  this  relatively  low  heating  value  being  due  to 
the  relatively  large  nitrogen  content. 

Nature  of  process. — Helium  is  extracted  from  the  natural  gas  by 
effecting  the  liquefaction  of  each  of  the  other  gases,  except  carbon 
dioxide,  contained  with  helium  in  the  natural  gas.  This  liquefaction 
is  effected  by  the  utilization  of  the  process  developed  by  the  Linde 
Air  Products  Co.  in  their  experimentation  at  the  helium  experi- 
mental plant  No.  1  at  North  Fort  Worth.  This  process  consists 
essentially  of  the  compression  of  the  incoming  gas  to  a  high  pressure, 
the  removal  of  the  heat  of  compression  by  a  circulation  of  cold  water, 
the  progressive  cooling  resulting  from  the  expansion  of  the  highly 
compressed  gas  through  an  expansion  valve  to  a  low  pressure,  and 
the  application  of  the  cold  waste  gases  and  closed  external  refrigerat- 
ing cycles  of  nitrogen  and  carbon  dioxide  as  refrigerating  media. 
The  hydrocarbons,  oxygen,  and  nitrogen  condense  in  the  order 
named.  The  carbon  dioxide  content  is  removed  from  the  incoming 
gas  by  chemical  precipitation  effected  by  contact  with  limewater, 
which  is  sprayed  into  the  incoming  gas.  The  helium,  which  with- 
stands the  cold  and  pressure  necessary  to  liquefy  the  remaining 
components,  is  finally  recovered  and  stored  in  high-pressure  cylinders 
for  the  requirements  of  the  service. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  443 

SITE. 

The  helium  production  plant  is  located  at  North  Fort  Worth,  in 
Tarrant  County,  Tex.,  about  1  mile  north  of  the  citj'^  limits  of  Fort 
Worth  and  about  3  miles  north  of  the  Tarrant  County  courthouse  in 
Fort  Worth.  The  site  comprises  19.4  acres  of  fairly  level  land  and 
is  entirely  cleared.  The  purchase  price  of  the  land  was  $409  per 
acre.  A  draw,  draining  about  270  acres,  crosses  the  western  portion 
of  the  site  in  a  south  b}^  southeasterh^  direction.  The  various  build- 
ings comprising  the  plant  were  located  on  the  higher  ground  toward 
the  east  side  of  the  site  to  avoid  this  draw.  The  site  consisted  of 
grazing  land  entirely  turfed.  The  top  soil  is  a  loam  to  a  depth  of 
1  to  6  feet,  underlain  by  a  bedrock  of  hard  and  unfaulted  limestone. 

BUILDINGS. 

The  locations  of  the  buildings  with  reference  to  each  other  were 
governed  by  the  cycles  of  gases  through  the  process,  so  as  to  require 
minimum  lengths  of  piping,  especially  high-pressure  piping,  between 
buildings.  Inasmuch  as  the  War  Industries  Board  requested  that 
all  buildings  be  constructed  of  materials  other  than  structural  steel, 
the  principal  buildings  were  designed  of  a  light  concrete  construc- 
tion. A  large  sash  area  was  required  for  lighting  the  large  buildings 
and  allowing  the  escape  of  leakage  gases,  and  this  type  of  construc- 
tion was  very  well  adapted  to  such  features.  Several  buildings  were 
advantageously  designed  of  frame  and  stucco.  The  only  structural 
steel  included  in  the  design  of  the  plant  was  for  transformer  towers 
and  small  miscellaneous  items. 

Compression  huilding. — All  of  the  compressors  and  carbon  dioxide 
refrigerating  units  are  installed  in  the  compression  building.  This 
is  a  one-story  building  97  feet  wide,  290  feet  long,  and  32  feet  high. 
A  door  is  provided  in  each  of  the  longitudinal  bays  in  each  side  of 
the  building  to  facilitate  egress  in  case  of  combustion  of  escaping 
gases.  A  20-foot  concrete  platform  is  provided  at  the  end  of  the 
building  adjacent  to  the  railroad  siding  for  the  handling  of  cylinders 
and  equipment.  The  building  is  provided  with  a  concrete  floor 
throughout,  except  in  several  panels  adjacent  to  the  loading  plat- 
form, which  are  laid  with  wood  block,  so  as  to  be  nonsparking  under 
trucking  of  cylinders. 

Separation  huilding. — The  Linde  separation  apparatus  is  installed 
in  the  separation  building,  which  is  one  story  in  height  with  a  clear- 
story central  portion  to  admit  the  high  three-stage  stills.  This  build- 
ing is  68  feet  wide  and  199  feet  long,  with  a  height  from  grade  to 
the  top  of  the  parapet  walls  of  42  feet  and  27  feet,  respectively,  for 
the  central  and  outer  portions. 

Boiler  and  pump  house. — The  boiler  and  pump  house,  adjacent  to 
the  cooling  pond,  is  one  story  in  height,  49  feet  long,  45  feet  wide, 


444  WAR  ACTIVITIES   OF   BUREAU   OP    YARDS   AXD   DOCKS. 


interior  view,  separation  building,  United  States  licllum-Production  Plant,  Fort  Worth, 

Texas. 


hm-nor  vii'w,  c-oiii{(rossor  building,  United  States  Ibliuni  I'l  1.111111,111  i'i:iiii,  I 'ml  Worth, 

Texas. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  445 

and  18  feet  and  15  feet  high,  respectively,  from  grade  to  the  tops  of 
the  parapets  of  the  pump  house  and  boiler  room,  with  concrete  walls, 
floor,  and  roof,  steel  sash,  and  metal  bifolding  and  hinged  doors. 

Pressure-reducer  house. — The  pressure-reducing  valves  are  installed 
in  a  concrete  building  with  steel  sash,  17  feet  wide,  27  feet  long,  and 
14  feet  6  inches  high  to  top  of  parapet  wall. 

Nitrogen  cylinder  house. — The  nitrogen  cylinders  to  provide  an 
equalizing  supply  to  the  nitrogen  compressors  are  housed  in  a  one- 
story  concrete  building  14  feet  by  11  feet  6  inches  by  18  feet  high. 

Office  and  laboratory  huilding. — The  office  and  laboratory  building 
is  occupied  jointly  by  the  Government  and  Linde  personnel.  The 
building  is  a  two-story  frame  stucco  building  with  concrete  founda- 
tions and  steps,  40  feet  wide,  62  feet  long,  and  26  feet  high  from 
grade  to  the  second-story  ceiling.  This  building  provides  two  office 
rooms,  one  toilet,  and  a  laboiatory  on  the  first  floor,  and  eight  office 
rooms  and  one  toilet  on  the  second  floor. 

Building  for  carhon  dioxide  removal  system. — A  frame  building 
provides  for  the  housing  of  pumps,  motors,  and  limewater  storage 
and  filter  tanks  between  the  scrubbing  tanks  of  the  COo  removal 
system. 

Lime  mixing  shed. — The  lime  mixing  vat  is  installed  on  a  raised 
concrete  platform  with  a  wood  roof  supported  by  wood  posts  and 
with  open  side  walls. 

Lime  storage  shed. — For  the  preparation  of  limewater  for  the  CO^ 
removal  system,  lime  is  stored  in  a  one-story  frame  building,  with 
concrete  foundations  and  floors,  14  feet  wide,  67  feet  long,  and  15 
feet  high.  This  building  is  adjacent  to  the  railroad  siding,  with  a 
wide  window  at  the  elevation  of  the  box-car  floor  for  the  unloading 
of  lime.  The  lime  is  wheeled  from  the  lime  storage  shed  up  an 
incline  to  the  mixing  platform. 

Storehouse. — Spare  parts  for  mechanical  and  electrical  equipment 
and  miscellaneous  tools  and  material  are  stored  in  a  one-story  con- 
crete building,  between  the  separation  and  compression  buildings,  40 
feet  square  and  20  feet  high  from  grade  to  the  top  of  the  parapet 
wall.    This  storehouse  is  equipped  with  suitable  metal  shelving. 

Lleating. — The  office  and  laboratory  building,  storehouse,  pump 
house,  and  the  toilet  and  wash  rooms  of  the  compression  and  separa- 
tion buildings  are  heated  by  direct  radiation.  The  compression  build- 
ing is  heated  by  four  unit  heaters.  Steam  is  delivered  by  two  150- 
horsepower  boilers,  with  stacks,  installed  in  the  boiler  room  adjacent 
to  the  pump  house.  The  pump-house  radiation  is  supplied  with  ex- 
haust steam  from  the  boiler  feed  pumps. 

Hot  water  is  provided  for  the  toilet  and  wash  rooms  and  the  office 
and  laboratory  building  by  gas-burning  heaters. 

37022—21 29 


446  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS. 

Connections  have  been  provided  in  the  laboratory  for  hot  and  cold 
water,  steam,  gas,  and  electricit3^  A  small  motor-driven  air  com- 
pressor will  be  installed  as  a  part  of  the  laboratory  equipment. 

POWER. 

Requirements. — Electrical  energy  is  required  to  operate  motors  as 
prime  movers  for  various  mechanical  apparatus  and  for  lighting. 
The  power  required  for  motors  is  computed  as  6,475  horsepower  for 
operative  purposes,  plus  1,965  horsepower  for  stand-by  units.  The 
monthly  consumption  of  energy  is  reckoned  at  2,200,000  kilowatt 
hours. 

Source  and  characteristics  of  supply. — Energy  is  delivered  by  the 
Fort  Worth  Power  &  Light  Co.  at  a  point  on  the  company's  trans- 
mission line  approximately  3  miles  from  the  site  of  the  helium-pro- 
duction plant,  from  which  point  the  Government  has  constructed 
under  contract  3800-A,  a  transmission  line  to  the  main  transformers 
at  the  plant.  The  energy  delivered  by  the  power  company  is  3-phase 
alternating  current  at  60,000  volts  and  60  cycles. 

Transformers. — The  larger  part  of  the  equipment  is  operated  at 
2,200  volts.  Therefore  there  were  purchased  four  2,000-kilovolt- 
ampere  60,000/2,300-2,200-volt  General  Electric  single-phase  trans- 
formers, of  which  one  is  a  spare,  with  complete  accessories.  Three 
200-kilovolt-ampere  and  three  100-kilovolt-ampere  2,200/440-220- 
volt  single-phase  transformers  were  purchased,  to  step  down  the 
current  for  the  motors  for  the  limewater  circulating  pumps,  the 
lime  mixers,  the  cooling  pond  spray  and  circulating  pumps,  the  well 
pumps,  the  fans,  and  the  condensation  pump.  The  lighting  supply 
to  the  buildings  is  3-wire  220-110-volt  alternating  current,  with  110- 
volt  branches  carried  to  the  various  outlets.  A  37.5-kilovolt-ampere 
single-phase  2,200/220-110-volt  transformer  has  been  provided  for 
the  lighting.  A  7.5-kilowatt  constant-current  transformer  has  been 
provided  for  the  fence  lights. 

Measurement  of  supply. — The  amount  of  power  delivered  by  the 
power  company  will  be  measured  by  a  recording  wattmeter  and  the 
energy  by  an  integrating  watthour  meter,  installed  and  maintained 
by  the  power  company  on  the  secondary  side  of  the  main  trans- 
formers. The  power  factor  will  be  measured  by  a  power-factor 
meter  installed  and  maintained  by  the  power  company  on  the  sec- 
ondary side  of  the  main  transformers.  The  Government  has  in- 
stalled meters  to  check  each  of  these  three  meters,  and  the  Govern- 
ment meters  are  to  be  conclusive  as  to  the  amount  of  power  and 
energy  delivered,  in  case  of  the  failure  of  the  power  company's 
meters  to  register. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AND  DOCKS.  447 

Cost  of  poioer  and  energy. — A  contract  has  been  consummated  with 
the  Fort  Wortli  Power  and  Light  Co.,  providing  for  the  following 
rates : 

(a)   $1.50   per   kilowatt   of  maximum   demand   during   each 
monthly  billing  period,  but  not  less  than  $6,900  per  month. 
(&)  $0.01 1  per  kilowatt-hour  of  energy  for  the  first  120  hours' 
use  of  maximum  demand  during  each  monthly  billing  period. 
(<?)  $0.01  per  kilowatt-hour  of  energy  for  next  120  hours' 
use  of   maximum    demand    during   each    monthly    billing 
period. 
{d)  $0.00|  per  kilowatt-hour  in  excess  of  240  hours  per  kilo- 
watt of  maximum  demand  during  each  period. 
These  rates  are  further  varied  by  a  sliding-scale  agreement  based 
on  company  production  costs. 

Thus,  with  a  maximum  demand  of  5,400  kilowatts  and  a  monthly 
energy  consumption  of  2,200,000  kilowatt-hours,  the  average  monthly 
cost  will  be  $29,4G0,  or  approximately  $0.01^  per  kilowatt-hour. 

GAS  HOLDERS. 

Gas-holder  capacity  has  been  provided  as  follows: 

Incoming  natural  gas,  two  5,000  cubic-foot  holders. 

Nitrogen,  one  10,000  cubic-foot  holder. 

Waste  gas,  one  10,000  cubic-foot  holder. 

Impure  helium,  one  5,000  cubic-foot  holder  and  one  10,000 

cubic- foot  holder. 
Pure  helium,  two  5,000  cubic-foot  holders. 
The  10,000  cubic-foot  holders  for  nitrogen  and  waste  gas  have 
been  furnished  and  erected  under  contract.    The  other  holders  were 
removed  from  the  experimental  plants,  adjacent  to  the  site  of  the 
production  plant,  and  reerected  at  the  production  plant. 

All  of  the  holders  are  single-lift.  The  water  seals  are  prevented 
from  freezing  by  steam  pipe  coils. 

CAPACITY  OF  PLANT. 

The  plant  is  designed  for  a  production  of  40,000  cubic  feet  of 

helium  per  day. 

CONSTRUCTION  COSTS. 

The  total  cost  of  the  helium-production  plant  and  the  natural-gas 
pipe  line  was  approximately  $3,500,000. 


448  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS  AND   DOCKS. 

OPERATING  COSTS. 

The  plant  is  operated  by  the  Linde  Air  Products  Co.,  under  the 
supervision  of  the  Bureau  of  Engineering,  through  an  agreement 
whereby  the  Government  shall  sustain  the  operating  expenses  and 
pay  to  the  Linde  Co.  a  fee  of  $2,500  per  month. 

The  Linde  Co.  has  estimated  the  operating  personnel  to  be  paid 
by  the  Government  as  107  men,  and  the  amount  of  natural  gas  to  be 
extracted,  absorbed,  or  dissipated  as  10  per  cent  of  that  processed. 

Based  on  a  production  of  40,000  cubic  feet  of  helium  per  day,  or 
1,200,000  cubic  feet  per  month,  the  operating  costs  may  be  estimated 
as  follows: 


Cost  per 
month. 


Cost  per 

1,000 
cubic  feet. 


Power  (maximum  demand  5,400  kilowatts,  energy  2,200,000  kilowatt-hours  per  ! 

month) $29,460.00 

Gas  (16,000,000  cubic  feet  per  month  at  $0.17  per  1,000  cubic  feet) 2, 720. 00 

Labor  (107  men  at  $160  average) 17, 120. 00 

Supplies,  repairs,  etc.  (estimated) 10, 000. 00 

Lindefee..: , 2,500.00 

Total 61, 800. 00 


$24. 55 
2.27 
14.27 
8.33 
2.83 


52.25 


CHAPTER  XX. 

ACTIVITIES  OF  THE  CORPS  OF  CIVIL  ENGINEERS  IN  THE 

WEST  INDIES. 


The  endeavors  of  the  Navy  Department  during  the  eventful  years 
1917  and  1918  were  not  entirely  devoted  to  the  customary  ends  of 
warfare.  The  treaty  obligations  of  this  Government  to  Santo  Do- 
mingo and  Haiti  were  scrupulously  carried  out,  and  improvements 
were  made  in  our  new  acquisition,  the  Virgin  Islands.  The  "  mili- 
tary governments  "  were  established  to  conserve  the  revenues,  to  de- 
velop the  country,  and  to  improve  the  methods  and  standards  of  the 
islands,  directing  and  instructing  with  the  intent  of  establishing 
these  peoples  in  their  places  among  the  nations  of  the  world. 

Since  the  Navy's  work  in  these  islands  was  constructive,  it  fell 
to  the  lot  of  the  Corps  of  Civil  Engineers  to  carry  out  important 
treat}^  obligations,  at  a  time  Avhen  every  officer  and  man  was  imbued 
with  the  martial  spirit,  and  properly  so.  For  this  reason  a  full  meed 
of  credit  attaches  to  those  members  of  the  corps  who  cheerfully  and 
efficiently  performed  the  duties  assigned  them,  shut  off  from  par- 
ticipation in  the  World  AVar,  in  remote  islands  Avliere  even  the  news 
of  the  great  conflict  was  long  in  filtering. 

SANTO  DOMINGO. 

In  Santo  Domingo  strenuous  efforts  were  made  to  improve  all 
means  of  communication.  Most  of  the  roads  were  formerly  impas- 
sable except  for  pack  animals,  while  now  there  are  approximately 
100  miles  of  new  macadam  roads,  with  15  large  bridges — 7  of  steel 
and  8  of  concrete.  In  addition,  there  are  about  100  miles  of  second- 
class  and  about  200  miles  of  third-class  roads  in  the  country. 

Two  main  trunk  highways  are  under  construction.  One  of  these, 
from  the  capital,  Santo  Domingo  City,  to  Monte  Cristi,  about  175 
miles  long,  is  expected  to  be  completed  by  July  or  August,  1921. 
This  road  unites  the  north  and  south  coasts  of  the  Eepublic.  The 
other,  running  east  and  west,  has  been  made  passable  for  vehicles  for 
a  distance  of  about  225  miles.  Only  a  small  portion  of  this  road  is 
macadamized  at  the  present  time. 

Railroads,  bridges,  telephones,  sewers,  water  systems,  harbor  im- 
provements, lighthouses,  and  customhouses  have  been  built.     Public 

449 


450  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND  DOCKS. 

buildings  throughout  the  countiT  have  been  repaired  and  provided 
with  sanitary  equipment.  A  leper  colony,  consisting  of  40  houses 
for  tlie  jDatients,  a  mess  hall,  laundry,  and  administration  building, 
has  been  established. 

In  November,  1916,  no  more  than  12,000  children  wore  in  the  pub- 
lic schools;  while  to-day — through  the  efforts  of  the  department  of 
public  instruction — 120,000  children  are  receiving  the  education  to 
fit  them  to  become  good  citizens.  To  further  this  work  a  building 
program  calling  for  an  expenditure  of  about  $1,000,000  has  been  ap- 
proved, and  construction  of  schoolhouses  in  accordance  with  this 
program  is  in  progress,  some  of  the  buildings  being  already  occu- 
pied and  man}^  others  nearing  completion. 

The  work  of  the  two  civil  engineer  officers.  Commander  Ralph 
Whitman  and  Commander  Ralph  M.  Warfield,  successively  assigned 
to  supervision  of  public  works  in  the  Dominican  Republic,  was  not  con- 
fined solely  to  building  operations.  The  officer  now  in  charge  has  been 
assigned  by  the  military  governor,  Rear  Admiral  Thomas  Snowden, 
U.  S.  N.,  to  the  secretaryship  of  state  for  communications  and  the 
secretaryship  of  state  for  agriculture  and  immigration,  both  cabinet 
positions  in  the  military  government.  Commander  Whitman  was 
detailed  by  the  then  military  governor,  Rear  Admiral  H.  S.  Knapp, 
U.  S.  N.,  as  a  member  of  the  Dominican  claims  commission,  which 
passed  upon  claims  amounting  to  $15,000,000,  of  great  number  and 
varying  degrees  of  complexity. 

Prior  to  June,  1917,  nothing  had  been  done  along  the  line  of  agri- 
cultural education.  Since  that  time  the  work  of  education  has  been 
extended  and  instruction  given  to  agriculturalists  on  methods  of 
seed  selection,  disease  eradication  in  plants,  and  soil  cultivation.  An 
agricultural  college  has  been  built  and  made  ready  for  opening  for 
the  education  of  young  Dominicans  in  scientific  agricultural  pur- 
suits, as  well  as  for  the  ascertainment  of  accurate  information  on 
plant  diseases  under  conditions  existing  in  the  Republic.  School 
gardens  have  been  planted,  and  agricultural  instruction  has  been 
given  in  connection  with  education  in  the  various  common  schools. 

By  efficient  control  of  immigration  (consisting  principally  of  sea- 
sonal agricultural  labor),  by  instruction  and  training  of  the  rural 
element  in  improved  agricultural  methods,  by  the  improvement  of  all 
means  of  communication,  such  as  the  construction  of  roads,  rebuild- 
ing of  telephone  lines,  and  development  of  a  postal  system,  by  the 
building  up  of  commerce  through  additional  harbor  facilities,  and  by 
a  large  building  program  the  Civil  Engineer  Corps  has  done  its 
utmost  to  support  the  military  government  in  its  ultimate  object  of 
developing  and  improving  the  country  and  preparing  the  people  for 
self-government  when  the  occupation  shall  have  served  its  purpose. 


WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND  DOCKS.  451 

HAITI. 

The  civil  government  of  the  Republic  of  Haiti  has  not  been  dis- 
placed by  American  intervention,  the  military  governor  of  Santo 
Domingo  acting  as  military  representative  of  the  United  States  in 
Haitian  affairs  and  assisting  the  President  of  Haiti  in  an  advisory 
capacity.  In  this  Eepublic,  as  in  the  neighboring  Republic  of  Santo 
Domingo,  the  principal  works  coming  before  the  treaty  engineer  for 
design  and  construction  as  well  as  for  maintenance  and  repair  were 
the  following : 

Public  roads,  streets,  bridges,  and  ferries. 

Public  buildings  and  grounds. 

Water  supply,  sewerage,  and  drainage  systems  of  cities  and 

towns. 
Rural  irrigation,  drainage,  and  flood  protection. 
Harbor  improvements,  comprising  wharves,  piers,  quays,  etc. 
Lighthouses,  buo3^s,  and  other  aids  to  navigation. 
The  telegraph  and  telephone  services  of  Haiti,  which  are  a 

Government  monopoly. 
Topographic,    geodetic,    geologic,    and    cadastral    maps    and 

charts. 
Inspection  and  control  of  existing  concessions  for  railroads, 

lighting,  etc. 
Building  regulations. 
The  President  of  the  United  States,  in  December,  1916,  nominated 
Commander  Ernest  R.  Gayler  (C.  E.  C),  United  States  Navy,  for 
appointment  by  the  President  of  Haiti  as  engineer  for  public  works 
under  the  treaty,  and  upon  the  arrival  of  this  officer  he  received  a 
commission  from  the  latter  as  engineer-in-chief  to  the  Haitian  Gov- 
ernment, reporting  on  January  3,  1917. 

By  the  fall  of  1918  the  number  of  officers  of  the  Civil  Engineer 
Corps  commissioned  by  the  President  of  Haiti  as  part  of  the  treaty 
engineer  organization  had  been  increased  to  eight.  Each  office  and 
division  was  operated,  so  far  as  possible,  with  no  foreign  personnel 
save  the  officer  in  charge. 

Upon  the  arrival  of  the  Americans  in  Haiti  there  were  practically 
no  country  highways  in  the  land,  the  very  complete  system  of  high- 
ways which  had  been  constructed  by  the  French  colonists  prior  to 
1790  having  largely  disappeared.  As  a  result,  there  was  very  little 
internal  traffic,  and  most  of  the  carrying  of  agricultural  products 
was  done  by  pack  animals  bearing  small  loads  along  narrow  and 
uneven  trails  which  did  not  permit  the  passage  of  wheeled  vehicles 
of  any  description.  Highways  have  now  been  opened  up  from  the 
extreme  northeast  point  in  Haiti,  Ouanaminthe,  to  Les  Cayes,  the 
principal  city  on  the  south  coast,  passing  through  the  important  sea- 


452  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

coast  town  of  Cape  Haitien,  Port  au  Prince.  Carriage  roads  have 
also  been  opened  up  through  the  Plaine  of  tlie  Cul  de  Sac  to  the  head 
of  the  irrigation  system  at  Bassin  General,  to  the  salt  Lake  Etang 
Saumatre,  which  forms  part  of  the  boundary  line  between  Haiti  and 
Santo  Domingo,  and  to  interior  towns. 

Similar  reconstruction  work  has  been  done  upon  the  old  French 
irrigation  systems,  comprising  dams,  masonry  canals,  and  earth  dis- 
tributing ditches.  Largely  as  a  result  of  these  improvements  more 
and  better  sugar  cane  is  now  being  raised  in  Haiti  than  ever  before 
in  its  history. 

The  telegraph  sj'stem  has  been  developed,  a  telephone  system  in- 
stalled, and  sanitary  works  have  been  prosecuted — the  latter  having 
already  resulted  in  a  marked  reduction  in  the  sick  rate  and  having 
improved  the  appearance  of  the  towns. 

The  public  works  office  has  trained  its  native  personnel  in  high- 
way and  general  engineering,  so  that  the  Corps  of  Haitian  Engineers 
has  been  built  up  to  a  total  of  30  men.  The  character  of  their  service 
has  proved  quite  adequate  to  requirements. 

VIRGIN  ISLANDS. 

Immediately  after  the  appointment,  in  February,  1917,  of  Eear 
Admiral  James  H.  Oliver,  U.  S.  N.,  as  first  governor  of  the  newly 
purchased  Danish  West  Indies,  it  became  evident  that  an  officer  of 
the  Civil  Engineer  Corps  was  needed  on  his  staff,  and  Lieut.  Com- 
mander Gaylord  Church  (C.  E.  C),  U.  S.  N.,  was  soon  ordered  to  the 
islands. 

The  conditions,  administrative  and  physical,  were  far  from  en- 
couraging. There  were  no  typewriters  in  any  government  office, 
and  the  method  of  accounting  was  so  involved  that  three  years  were 
required  before  a  final  settlement  in  the  transfer  could  be  accom- 
plished. 

A  severe  hurricane  had  occurred  in  the  preceding  year,  and  many 
of  the  schools  were  demolished,  as  well  as  one  hospital ;  roads,  streets, 
and  parks  suffered  severely. 

The  process  of  reorganization  along  American  lines  was  slow  and 
discouraging  at  first.  Upon  the  relinquishment  by  the  former  Danish 
civil  engineer  of  his  appointment  as  building  inspector,  the  new 
naval  civil  engineer  was  assigned  to  the  position.  It  was  necessary 
for  him  to  sit  on  the  various  committees  and  to  try  as  diplomatically 
as  possible  properly  to  direct  their  activities.  As  these  committees 
were  usually  composed  of  from  five  to  seven  members,  the  new  build- 
ing inspector's  occasions  for  tact  can  be  imagined. 

The  public  works  officer's  greatest  difficulty  was  with  his  surveys. 
His  predicament  can  be  understood  when  it  is  realized  that   all 


WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND  DOCKS,  453 

records  and  even  the  printed  forms  necessary  to  issue  for  land  trans- 
fers were  in  Danish,  that  his  only  surveying  instrument  was  an 
antiquated  Danish  one,  and  that  the  land  records  were  in  journal 
form  and  ran  all  the  way  back  to  the  eighteenth  century. 

A  naval  station  was  established,  new  radio  towers  erected,  and  a 
refrigerating  plant  installed.  The  public  buildings  were  gradually 
repaired,  and  steps  are  now  under  way  for  the  erection  of  several 
new  school  houses  and  for  the  equipping  and  installation  of  an 
adequate  poorhouse  and  farm  on  the  island  of  St.  Croix.  Funds 
have  not  been  available  for  even  the  beginning  of  a  water  or  sewerage 
system,  but  hope  is  entertained  that  with  Navy  Department  funds  a 
supply  of  water  may  eventually  be  obtained  for  the  naval  station, 
and  that  the  city  of  St.  Thomas  may  be  supplied  from  this  source, 
in  part  at  least. 

Although  no  engineering  enterprises  of  any  magnitude  have  as 
yet  been  undertaken,  the  character  of  the  work  consisting  mostly 
of  minor  repairs,  nevertheless  the  reorganization  and  administra- 
tion of  public- works  activities  have  covered  a  wide  range  of  subjects, 
and  have  been  unique  in  this  respect  as  an  undertaking  for  a  rep- 
resentative of  the  Bureau  of  Yards  and  Docks.  Though  out  of  the  war 
zone  and  undisturbed  by  the  great  struggle  of  the  World  War,  the 
activities  in  connection  with  the  civil  government  were  most  in- 
teresting, and  tried  to  the  utmost  the  ingenuity  of  the  public  works 
officer.  There  prevailed  a  diversity  of  operations  ranging  from 
surveying  a  100-acre  property  to  measuring  for  floor  tax  all  floors 
in  a  30  by  30  foot  house ;  from  installing  a  town  clock  in  the  court- 
house tower  to  inspecting  a  leper  asylum  of  60  inmates  or  an  insane 
asylum  of  20  patients ;  from  the  placing  of  "  white  wings  "  on  the 
city  streets  to  settling  a  strike  of  grave  diggers  before  a  funeral; 
from  diplomatically  handling  a  committee  of  the  Colonial  Council  to 
settling  labor  friction  by  employing  the  chief  agitator  in  a  fore- 
man's capacity ;  and  though  all  these  presented  no  grave  engineering 
difficulties,  they  Avere  interesting  enough  to  require  the  utmost 
exertion  from  the  civil  engineer,  and  it  was  with  satisfaction  that 
he  saw  emerge  from  chaos  a  smooth-running,  well-organized  depart- 
ment, a  credit  to  the  naval  government  in  control,  and  having  the 
loyal  support  and  hearty  approval  of  the  native  population,  who  at 
first  looked  with  suspicion  upon  each  innovation. 


CHAPTER  XXI. 
CONSTRUCTION  DIVISION  OF  THE  BUREAU. 


CONTRACT    SECTIOX. 

Contracts. — From  April  6, 1917,  to  November  11, 1918,  the  period  of 
the  war,  proposals  for  public  works  were  opened  at  the  bureau  for 
approximately''  811  separate  projects,  while  proposals  for  approxi- 
mately 439  additional  projects  were  opened  at  the  several  yards  and 
stations  and  the  bids  forwarded  to  the  bureau  for  action.  From 
this  total  of  bids  received,  1,016  awards,  totaling  approximately 
$120,000,000,  were  made,  the  balance  of  the  bids  being  rejected. 
The  largest  number  of  rejections  occurred  during  armistice  time. 
For  the  week  of  November  4:,  1918,  the  bureau  carried  41  projects 
on  which  no  action  had  been  taken;  there  were  23  openings  and 
3  rejections;  for  the  week  of  November  11  there  were  53  projects 
not  acted  upon,  26  openings,  and  6  rejections;  for  the  week  of  No- 
vember 16  there  were  52  projects  not  acted  upon,  16  openings,  and 
20  rejections;  for  the  week  of  November  23  there  were  23  projects 
not  acted  upon,  20  openings,  and  10  rejections;  while  for  the  week 
of  November  30  there  were  23  projects  not  acted  upon,  18  openings, 
and  1  rejection. 

In  practically  all  cases,  plans  and  specifications  were  prepared,  and 
the  work  was  regularly  advertised  prior  to  the  openings  of  proposals. 
Bids  were  opened  weekly,  generally  on  Wednesdays  at  11  o'clock, 
except  when  simultaneous  openings  were  held  at  the  bureau  and  at 
the  yard  concerned,  when,  owing  to  differences  in  time,  a  correspond- 
ing hour  for  opening  would  be  set  for  the  bureau.  Proposals  not 
accompanied  by  certified  checks,  as  required  by  the  specification, 
were  declared  informal  and  returned  to  bidders.  Occasionally  cer- 
tified checks  totaling  nearly  $1,000,000  would  be  received  at  a  single 
opening.  Checks  for  $50,000  were  not  uncommon,  and  $75,000  checks 
were  required  on  one  opening,  the  largest  check  ever  required  being 
for  $85,000. 

The  bureau  also  awarded  approximately  100  contracts  for  emer- 
gency work  on  the  basis  of  actual  cost  plus  a  percentage.  These 
contracts  involved  approximately  $60,000,000,  for  which  no  pro- 
posals were  requested,  owing  to  the  urgency  of  the  work.  Great 
care  and  discrimination  were  used  in  placing  these  contracts  to 
secure  the  services  of  thoroughly  reliable  and  responsible  contractors. 

455 


456  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AXD  DOCKS. 

After  recommendation  of  award  had  been  made  by  the  project 
managers  to  the  contract  section,  and  prior  to  award,  the  bids  were 
submitted  to  the  priorities  committee  of  the  War  Industries  Board 
for  clearance.  No  awards  were  made  until  cleared.  This  procedure 
was  necessary  in  order  to  eliminate,  or  postpone,  the  construction  of 
any  unnecessary  work. 

Coincident  with  the  declaration  of  war,  authority  was  delegated  to 
the  chief  of  the  bureau  by  the  Secretary  of  the  Navy  to  make  awards 
and  sign  contracts  for  the  department.  This  was  done  in  all  cases 
except  cost-plus  contracts,  which  were  awarded  and  signed  by  the 
Secretary. 

It  may  be  interesting  to  note  in  passing  that  in  comparison  with 
the  above  figures  the  bureau  for  the  fiscal  year  ending  June  30, 
1917,  which  period  included  the  first  three  months  of  the  war, 
awarded  172  contracts,  involving  approximately  $30,000,000,  of  which 
sum  approximately  $12,000,000  was  for  work  awarded  on  a  cost-plus- 
percentage  basis,  divided  into  approximately  25  contracts.  These 
contracts  covered  nearly  all  the  emergency  training  camps,  which 
were  constructed  under  the  first  cost-plus  contracts  awarded.  For 
the  fiscal  year  ending  June  30,  1916,  the  bureau  awarded  79  con- 
tracts, involving  approximately  $1,840,000;  and  for  the  fiscal  year 
ending  June  30,  1915,  84  contracts,  involving  approximately 
$1,951,000. 

During  the  war  period  the  bureau  also  entered  into  128  supple- 
mental agreements  covering  extra  work  and  involving  approximately 
$10,000,000  additional. 

In  all  cases,  except  where  work  was  awarded  on  a  cost-plus  basis, 
bids  were  opened  by  the  bureau  in  the  presence  of  bidders,  and 
awards,  when  made,  were  made  to  the  lowest  bidder.  Bids  were 
required  in  duplicate.  A  bound  copy  of  all  papers  received  at  open- 
ings, together  with  a  list  of  bidders  and  the  amount  of  each  bid,  was 
retained  in  the  bureau  files,  properly  indexed,  for  future  reference. 
In  addition,  a  contract-record  book  was  kept,  stating  in  each  case 
the  specification  number  and  date  of  assignment  of  such  number; 
title  and  location  of  project;  name  of  project  manager;  Avhether 
bids  were  opened  at  the  yard  or  at  the  bureau;  estimated  cost  of 
work;  date  of  opening;  date  and  amount  of  award;  time  for  com- 
pletion ;  name  and  address  of  successful  bidder ;  all  data  pertaining 
to  the  signature  and  return  of  contract  and  bond  and  to  the  distribu- 
tion of  copies  to  parties  concerned;  and  the  date  of  receipt  by  the 
contractor  of  his  copy  of  the  contract,  which  date  marked  the  official 
time  from  which  to  compute  the  contract  date  for  completion  of  the 
work.  This  copy  was  forwarded  by  registered  mail,  in  order  that 
the  bureau  might  have  on  file  the  registered  return  receipt  card  as 
evidence. 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  457 

Several  indexes  were  maintained :  A  cross-card  index  of  contracts 
and  contractors;  a  visible  index  of  completed,  uncompleted,  rejected, 
and  canceled  projects,  classified  by  yards  and  stations;  a  current 
index  of  all  contracts  by  yards  and  stations,  on  thin  white  paper 
(carbon  backed),  for  blue  printing,  showing  work  completed  and  in 
progress,  with  the  present  status  of  the  latter,  and  giving  total  costs 
to  date.  This  latter  index  was  established,  and  is  still  maintained,  as 
a  basis  for  preparation  of  annual  reports  of  the  contract  section  for 
the  chief  of  the  bureau.  With  but- three  or  four  exceptions,  all  con- 
tracts were  drafted  and  typed  by  the  contract  section,  and  all  final 
decisions  in  connection  with  their  adjustment  and  settlement  were 
made  under  bureau  authority. 

A  penal  bond  in  a  sum  equal  to  30  per  cent  of  the  contract  price 
was  required  b}^  the  bureau  on  all  public  works  contracts  except  those 
awarded  on  a  cost-plus  basis.  On  cost-plus  work  the  bureau  fixed  the 
amount  of  the  bond  at  5  per  cent  of  the  contract  price. 

Bonds  were  furnished  with  either  a  corporation  or  individuals  as 
sureties,  a  stamp  tax  of  1  per  cent  of  the  amount  of  the  premium 
charged  being  required  on  corporate  bonds,  and  a  50-cent  stamp  on 
personal  bonds,  unless  a  charge  was  made  for  its  execution,  in  which 
case  stamps  totaling  1  per  cent  of  the  amount  of  the  premium 
charged  were  required  as  on  corporate  bonds.  The  largest  single 
stamp  received  was  one  for  $500. 

Late  bids  for  work  were  accepted  when  it  was  evident  from  the 
postmark  on  the  envelope  that  the  bid  had  been  mailed  in  reasonable 
time  to  reach  the  bureau  by  the  hour  set  for  the  opening.  Bids 
forwarded  to  the  bureau  by  registered  mail,  whether  having  a  spe- 
cial-delivery stamp  affixed  or  not,  were  greatly  delayed  in  delivery. 
One  bid  mailed  at  Buffalo,  and  plainly  postmarked,  reached  the 
bureau  eight  days  after  mailing.  This  was  due  entirely  to  con- 
gestion in  the  Washington  registry  office,  an  investigation  showing 
that  this  office,  equipped  to  handle  a  normal  receipt  of  5,000 
packages  daily,  was  occasionally  called  upon,  during  the  war  period, 
to  handle  50,000  packages  per  day. 

Changes. — Under  lump-sum  contracts,  changes,  involving  addi- 
tions to,  deductions  from,  or  substitutions  in  the  work  originally 
contracted  for,  were  deemed  desirable  and  occurred  with  greater  or 
less  frequency  as  the  requirements  unfolded  on  the  site  of  projects. 
In  the  more  flexible  contract  types,  such  as  the  unit-price  and  cost- 
plus  forms,  the  issuing  of  formal  instructions  by  the  bureau  and  the 
fixing  of  a  definite  price  for  changes  were  not  so  essential  to  com- 
pliance with  the  terms  of  the  contract  as  in  the  first-mentioned  type, 
since  payment  for  the  changes  could  be  made  without  the  issuing  of 
what  is  known  as  a  "  change  order."  A  change  order,  however,  was 
neci?ssarv  for  each  modification  in  any  contract  of  the  lump-sum 


458  ^VAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AXD  DOCKS. 

type.  Copies  of  such  orders,  besides  being  sent  to  the  contractor, 
were  forwarded  to  the  Auditor  for  the  Nav}'  Department,  the  public 
works  and  disbursing  officers  at  the  5'ard  or  station  concerned,  the 
bondsmen,  and  those  within  the  department  who  required  them  for 
the  purposes  of  accounting  and  record. 

Adjustments. — Early  in  April,  1917,  the  steel  trade,  through  the 
American  Iron  and  Steel  Institute,  agreed  to  supply  the  Navy's  re- 
quirements (up  to  a  certain  fixed  tonnage)  at  the  special  Government 
prices  of  2.5  cents  per  pound  for  reinforcing  rods,  bars,  and  shapes, 
and  2.9  cents  per  pound  for  plates,  both  figures  being  base  prices, 
f.  o.  b.  Pittsburgh,  Pa.  These  were  considerably  lower  than  the 
prices  then  prevailing.  The  bureau  immediately  began  requiring 
of  all  bidders  the  steel  quotations  upon  which  their  offers  were  predi- 
cated, and  inserted  adjustment  clauses  in  the  contracts.  Upon  an 
award  being  made,  the  tonnage  requirements  were  obtained  from  the 
contractor  and  transmitted  to  the  American  Iron  and  Steel  Institute, 
who  in  turn  allocated  the  orders  where  they  could  best  be  filled.  The 
contractor  was  immediately  instructed  by  the  bureau  as  to  the  mill 
or  mills  from  which  to  obtain  the  steel,  as  well  as  the  price  to  be  paid, 
and  advised  him  concerning  the  rate  of  credit  accruing  to  the  Gov- 
ernment. This  credit  was,  in  all  cases,  the  difference  between  the 
base  prices  used  by  the  contractor  in  his  proposal  and  the  Govern- 
ment prices;  the  card  extras  for  cutting,  bending,  and  size  and  the 
freight  not  entering  into  the  adjustment,  since  they  would  have  been 
the  same  in  any  case.  At  times,  when  it  became  apparent  that  delay 
on  the  part  of  the  mills  in  delivering  the  steel  according  to  schedule 
would  have  seriously  retarded  the  progress  of  the  work,  the  bureau 
authorized  purchases  for  immediate  needs  from  stock  at  an  advanced 
price.  This  necessitated  the  calculation  of  a  different  set  of  adjust- 
ment figures.  The  bureau  kept  in  close  touch  at  all  times,  through 
the  American  Iron  and  Steel  Institute,  with  conditions  at  the  mills 
furnishing  steel  to  Navy  contractors  and  with  the  locations  and 
prices  of  stock  or  warehouse  material.  As  a  result,  very  few  delays 
on  account  of  the  steel  situation  occurred,  and  advantage  was  taken 
of  the  lowest  warehouse  prices. 

In  the  latter  part  of  September,  1917,  just  after  the  Navy's 
tonnage  agreement  had  been  fulfilled,  the  base  prices  were  raised 
by  the  War  Industries  Board,  which  had  shortly  before  begun  to 
function,  to  2.9  cents  per  pound  for  reinforcing  rods  and  bars,  3 
cents  per  pound  for  shapes,  and  3.25  cents  per  pound  for  plates,  all 
f.  o.  b.  Pittsl)urgh.  This  required  still  another  set  of  adjustment 
figures.  In  December,  1917,  the  cost  of  stock  steel  was  fixed  and 
agreed  upon  by  the  Nav3%  in  conjunction  Avith  the  War  Industries 
Board,  at  1  cent  per  pound  over  that  of  mill  material,  whereas 
previous  to  that  time  it  had  been  costing  from  2  to  7  cents  per 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS.  459 

pound  more.  This  resulted  in  a  considerable  saving  in  money  and 
time,  and  reduced  the  number  of  protests  and  discussions  as  to  the 
proper  allowances  to  be  made.  A  close  touch  was  still  kept,  how- 
ever, with  the  locations  and  character  of  the  manufacturers'  stocks. 
Later,  when  the  selling  prices  of  steel  as  fixed  by  the  "War  Industries 
Board  became  generally  known  to  contractors,  few  adjustments  had 
to  be  made,  particularly  when  the  bid  stated  that  the  fixed  prices  had 
been  used. 

All  adjustments  were  made  by  the  public  works  officer  upon  the 
completion  of  the  work.  In  some  instances,  these  adjustments  oper- 
ated to  increase  the  contract  price,  especially  when  the  contractor 
bid  on  the  special  Government  prices  and  was  instructed,  because 
of  the  small  quantity  required,  to  obtain  from  stock.  Cases  such  as 
this,  however,  were  very  rare.  On  steel  adjustments,  several  hundreds 
of  thousands  of  dollars  were  saved  to  the  Government  by  this  bureau 
alone. 

In  a  similar  fashion,  in  June,  1917,  arrangements  were  made  with 
cement  companies  whereby  the  Government  obtained  special  prices. 
On  this  commodity,  however,  the  Navy  actually  purchased  the  ma- 
terial, storing  it  at  the  several  yards.  It  was  parceled  out  to  the  con- 
tractors as  it  was  needed,  and  the  contract  price  was  reduced  by  the 
product  of  the  bid  price  for  cement  delivered  at  the  site  times  the 
actual  quantity  used.  A  reduction  was  made  on  each  monthly 
voucher  for  payment,  according  to  the  quantity  used  during  the 
month.  Due  account  was  taken  of  sacks  not  returned,  and  of  those 
returned  but  rejected  by  the  mill  as  unfit  for  further  use.  As  the 
bureau  obtained  the  cement  in  large  quantities,  the  special  prices  were 
approximately  25  cents  per  barrel  less  than  the  prevailing  market 
prices.  This  resulted  in  a  saving  of  thousands  of  dollars  to  the  Gov- 
ernment, through  the  operations  of  this  bureau  individually.  There 
were  at  all  times  sufficient  quantities  on  hand  to  keep  contractors 
supplied,  and  the  aggregate  of  time  thus  gained  was,  in  all  prob- 
ability, very  great. 

Expediting. — The  contract  section  in  the  early  stages  of  the  war, 
before  the  priority  system  was  put  into  operation,  assisted  as  much 
as  possible  in  expediting  the  delivery  of  manufactured  articles  to 
contractors  by  writing  letters  and  sending  telegrams  explaining  the 
urgent  need  of  the  completion  of  the  contract.  This  correspondence 
in  most  cases  had  the  desired  effect,  and  supplies  were  obtained  more 
quickly  than  if  such  action  had  not  been  taken.  At  the  same  time,  a 
tracer  system  on  shipments  was  adopted,  which,  after  the  car  initial 
and  number,  its  routing,  the  place  and  date  of  shipment,  the  com- 
modity, the  consignee  and  consignor,  the  bill-of -lading  number,  etc., 
had  all  been  obtained,  located  cars  and  expedited  them  to  destination. 
During  the  railroad  congestion  this  work  was  invaluable  to  con- 


460  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   A:ST)  DOCKS. 

tractors,  and  the  Government  benefited  by  obtaining  the  completed 
work  sooner  than  would  otherwise  have  been  possible. 

INFORMATION  AND  PLANS. 

At  the  time  of  the  functional  subdividing  of  the  Design  Division,  it 
was  felt  that  information  relative  to  the  status  of  projects  should  be 
obtainable  at  a  single  point.  Tliis  was  considered  necessary  not  only 
as  a  matter  of  convenience  to  bidders,  materialmen,  and  trade  rep- 
resentatives in  general,  but  also  as  a  means  to  obviate  numerous  in- 
quiries which  would  have  seriously  encroached  upon  the  time  of  the 
various  project  managers  and  have  handicapped  them  in  the -execu- 
tion of  their  rapidly  multiplying  duties.  To  accomplish  this  result 
a  new  office,  designated  the  "  information  section,"  was  established 
under  the  Clerical  Division,  but  it  was  transferred  after  a  short  period 
to  the  Construction  Division,  to  which  it  was  realized  the  duties  more 
properly  related.  A  change  in  name  to  the  "  plan  section  "  was  ef- 
fected. Methods  presented  themselves  for  recording  and  keeping 
conveniently  on  open  file  the  several  classes  of  data,  as  follows:  (a) 
Lists  of  projects  contemplated;  (b)  records  of  projects  under  ad- 
vertisement; (c)  copies  of  drawings  and  specifications;  (d)  lists  of 
prospective  bidders;  (e)  briefs  of  bids  received;  and  (f)  records  of 
awards  of  contracts. 

Cognizance  over  the  plan  files  of  the  bureau  is  placed  with  this 
office.  Since  the  declaration  of  war  30,000  drawings  have  been  re- 
corded and  filed. 

All  completed  specifications  and  proposed  addenda  are  submitted 
to  the  chief  of  the  bureau  for  approval  through  this  section.  This 
approval  carries  with  it  authority  to  advertise  and  to  issue  the 
bidding  data  to  interested  parties. 

In  view  of  the  fact  that  over  75  per  cent  of  the  bureau's  blue  print- 
ing was,  and  is,  for  the  purposes  of  issuing  drawings  to  prospective 
bidders,  such  work  was  naturally  placed  under  the  cognizance  of  this 
office.  As  the  work  increased  and  as  contractors  were  compelled  to 
seek  Government  contracts  because  of  the  lessening  of  commercial 
work,  the  capacity  of  the  duplicating  facilities  of  the  bureau  and  of 
the  commercial  firms  having  annual  contracts  became  so  sorely  taxed 
that  the  "  deposit  system  "  was  inaugurated. 

A  scale  of  deposits  was  established,  varying  in  amount  with  the 
bulk  of  bidding  data  pertaining  to  a  project,  without  reference  to 
the  estimated  cost  of  the  construction  involved.  Checks  or  money 
orders  were  required  in  the  following  amounts :  $10  for  10  drawings 
or  fewer,  $20  for  11  to  20  drawings,  $30  for  21  to  30,  and  so  on  up 
to  $50.  Where  more  than  50  drawings  pertained  a  deposit  of  $100 
was  required,  which  was  also  the  maximum.  A  copy  of  specifications 
A\'as  included  with  each  set  of  plans. 


WAK  ACTIVITIES   OF   BUEEAU   OF   YAEDS  AND  DOCKS.  461 

After  award  of  contracts,  deposits  were  not  released  until  the  several 
parcels  of  bidding  data  were  returned  to  the  bureau,  except  in  the  case 
of  the  successful  bidder,  whose  deposit  was  automatically  returned. 

The  maximum  deposit  was  required  on  several  projects  involving 
ii  large  number  of  buildings,  notably  the  training  camps ;  but  in  by 
far  the  greatest  number  of  instances  a  $10  earnest  covered  the  data 
furnished. 

The  above  scheme  of  charges  practically  limited  the  issue  of  draw- 
ings and  specifications  to  parties  directly  interested,  and  resulted  in 
a  net  saving  of  about  40  per  cent  in  the  amount  of  blue  printing. 

INSPECTION  SECTION. 

Under  the  organization  of  the  Construction  Division,  of  November, 
1916,  all  matters  of  inspection  were  handled  by  one  assistant,  with  the 
part-time  assistance  of  a  stenographer.  In  the  early  part  of  1917 
various  filing  systems  and  indexes  were  established  to  facilitate  the 
handling  of  the  work,  and  these  readily  expanded  under  the  later 
inundation  and  proved  invaluable. 

Inspection  of  all  engineering  materials,  such  as  structural  steel, 
motors,  turbines,  pumps,  pipe,  etc.,  which  require  special  tests  or 
examination  at  the  point  of  or  during  j)rocess  of  manufacture,  is 
under  the  cognizance  of  this  section,  whether  such  materials  pertain 
to  public  works  contracts  or  suppW  contracts. 

The  bureau  maintains  no  inspection  force  directlj^,  but  utilizes 
the  services  of  inspectors  of  engineering  material  and  inspectors 
of  machinery,  under  the  Bureau  of  Engineering;  timber  inspectors, 
under  the  Bureau  of  Construction  and  Repair;  and  experts  of  the 
Bureau  of  Standards,  under  the  Department  of  Commerce. 

As  a  result  of  war-time  expansion,  a  separate  bureau  inspection 
organization  was  created,  which  engaged,  at  the  peak  of  operations, 
two  male  assistants,  one  typist  acting  on  part  time  as  file  clerk,  and 
three  stenographers. 

Field  forces  increased  in  like  proportion,  and  as  an  indication  of 
the  volume  of  work  performed  it  is  of  interest  to  note  that  three 
assistant  inspectors  were  employed  on  full  time  in  Detroit,  solely  for 
the  inspection  of  motor  vehicles  bought  under  the  cognizance  of  this 
bureau.  Another  interesting  activity  arose  in  connection  with  the 
procuring  of  secondhand  locomotive  cranes.  The  competition  for 
such  equipment  became  so  great  that  the  use  of  letters  gave  way  to 
that  of  telegrams,  and  finally  it  became  necessary  to  instruct  the 
approximately  600  assistant  inspectors  in  the  field  to  keep  on  the 
alert  for  cranes  wherever  they  might  be  found,  and  if  one  was  located 
which  appeared  to  be  suitable,  to  obtain  certain  specified  facts,  such 
as  capacity,  length  of  boom,  wheel  arrangement,  age,  etc.,  and  then 
to  report  at  once,  by  telephone,  to  the  chief  inspector  at  the  bureau. 
37022—21 30 


462        ~     WAR  ACTIVITIES   OF   BUEEAU   OF   YAEDS  AND   DOCKS. 

A  list  of  requirements  was  on  file,  in  tabulated  form,  and  if  the 
assistant  inspector's  information  indicated  that  the  crane  in  question 
would  fit  any  request  on  the  list  he  was  instructed  to  notify  tlie 
owner  oralh^  that  same  was  commandeered,  and  to  remain  in  at- 
tendance until  the  Bureau  of  Supplies  and  Accounts  could  send  the 
telegraphic  notice  of  commandeer.  Such  notice  was  on  the  wire,  in 
several  instances,  within  two  hours  of  the  time  of  the  receipt  of  the 
assistant  inspector's  message. 

Other  functions  which  were,  and  are  now,  imder  the  cognizance 
of  the  inspection  section,  include  the  procuring  and  filing  of  monthly 
reports  under  contracts  and  yard  allotments,  progress  photographs, 
and  schedules  of  anticipated  progress;  and  the  procuring  of  piling 
reports,  hydrographic  reports,  subsurface  reports,  etc. 

Monthly  reports  on  contracts  are  made  on  cards  5  by  8  inches  in 
size  and  show  all  pertinent  data  as  to  progress.  They  are  filed  in  a 
visible-index  device  of  the  vertical  pocket  type. 

Monthly  reports  on  work  under  allotments  are  similarly  prepared 
and  filed. 

Construction  photographs  are  exceedingly  important  for  the 
proper  following  up  of  projects  by  the  bureau,  and  such  photographs 
are  required  monthly  on  all  contracts  and  also  on  all  major  work 
under  allotment.  These  are  indexed  by  yards  and  stations,  and  under 
36  subheadings  according  to  the  use  required  of  the  several  structures. 
All  prints  are  filed  in  cloth-mounted  envelopes,  which  are  lettered 
on  the  face  to  correspond  to  the  cards  of  a  separate  index  file. 

Schedules  of  progress  are  secured  from  contractors  at  the  begin- 
ning of  work,  in  order  to  ascertain  their  expected  progress  on  all 
major  items  which  go  to  make  up  their  completed  jobs.  Such  docu- 
ments are  of  value  to  the  bureau  in  keeping  a  check  on  the  actual 
prosecution  of  work,  and  also  in  connection  with  contractors'  claims 
for  extensions  of  time. 

Piling  reports  are  secured  from  public  Avorks  officers,  and  afford 
pertinent  data  concerning  the  driving  of  all  piles,  showing  such 
details  as  weight  of  hammer,  height  of  fall,  size  of  pile  at  butt  and 
point,  penetration,  number  of  blows  required  to  seat,  etc.  These 
data  are  listed  in  tabulated  form  and  are  accompanied  by  a  key  dia- 
gram. Such  information  affords  an  insight  into  foundation  condi- 
tions at  various  points  throughout  a  yard,  and  is  of  importance  to 
the  bureau  for  that  reason,  among  others. 

Hydrographic  reports  are  secured  from  yards  quarterly,  semi- 
annualh',  or  annually,  as  conditions  of  bottom  dictate,  and  shoAV  the 
depth  of  water  in  all  berths  and  slips. 

Subsurface  reports  are  received  from  yards  quarterly,  and  furnish 
information  as  to  any  underground  service  which  has  been  extended 
during  the  period. 


CHAPTER  XXII. 

MAINTENANCE  AND  OPERATION  DIVISION  OF  THE 

BUREAU. 


A  division  known  as  the  Maintenance,  Operating,  and  Clerical 
Division,  under  the  direction  of  the  chief  clerk  of  the  bureau,  was 
established  by  a  bureau  order,  dated  Marcli  26,  1917,  and  was  super- 
seded, under  bureau  order  No.  121,  August  6,  1917,  by  the  Mainte- 
nance and  Operating  Division,  under  the  direction  of  Mr.  William 
M.  Smith,  special  assistant,  formerly  chief  clerk. 

Thef'  duties  assigned  to  the  Maintenance  and  Operating  Division 
were  as  follows: 

1.  Financial  accounts  and  records. 

2.  Annual  estimates. 

3.  Navy  yard  personnel  (clerical  and  technical). 

4.  Requisitions. 

5.  Furniture  records. 

6.  Officers'  quarters. 

7.  Navy  yard  transportation  facilities. 

8.  Navy  yard  communication  systems. 

9.  Public  works  data  book  (confidential). 

10.  Rook  of  yard  maps  (confidential). 

11.  List  of  stations   (confidential). 

12.  Accounting  system  at  navy  yards  and  job  orders. 

(1)  Financial  accounts  and  records  includes  the  keeping  of  obligation  and 
expenditure  accounts  of  all  appropriations  under  the  cognizance  of  the  bureau ; 
the  determining  and  making  of  regular  and  special  allotments  from  annual 
and  special  appropriations ;  examination  of  reports  of  expenditures  and  making 
proper  entries  therefrom. 

(2)  Annnal  estimates  includes  the  calling  for,  getting  in,  and  tabulation 
of  annual  estimates  for  public  works  and  other  Yards  and  Docks  appropriations ; 
arrangement  of  explanatory  data  for  convenient  examination  and  action ; 
securing  comment  of  interested  bureaus  or  offices ;  keeping  record  of  action 
taken  on  each  item ;  preparation  of  explanatory  statements  for  Secretary  or 
congressional  committees. 

(3)  Navy  yard  personnel  includes  determining  upon  the  number,  rating,  and 
pay  of  technical  and  clerical  emploj^ees  at  navy  yards  and  stations  under  the 
cognizance  of  the  bureau ;  securing  authorization  of  necessary  positions  and 
selecting  eligibles  for  appointment ;  consideration  of  recommendations  for  pro- 
motions, reductions,  or  dismissals :  provision  of  necessary  facilities  for  health 

463 


464  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS  AND   DOCKS. 

and  comfort  of  uieu ;  interviews  and  correspondence  concernin;^  appointments 
and  promotions. 

(4)  Requisitions  includes  the  examination  of  i-equisitions  from  yards  and 
stations  and  keeping  record  of  receipt  of  and  action  on  same;  determining  the 
necessity  for  materials  or  articles  required  for ;  the  legal  availal)ility  of  ap- 
propriations proposed  to  be  used ;  reasonableness  of  estimated  costs  and  pro- 
posed time  of  deliveries;  consideration  of  bids  referred  to  the  bureau  for 
action ;  arranging  inspection  in  special  cases,  consideration  of  changes  in  orders, 
and  matters  of  shipment  and  delays. 

(5)  Furniture  records  includes  determining  proper  allowance  of  furniture  for 
officers'  quarters  and  offices ;  selection  of  designs ;  placing  of  orders ;  keeping 
record  of  furniture  on  hand;  consideration  of  surveys  covering  repairs  and 
replacements. 

(6)  Officers'  quarter's  includes  determination  of  necessity  for  repairs  and 
alterations  to  officers'  quarters  and  keeping  record  of  occupants  and  assign- 
ment of  quarters. 

(7)  Navy  yard  transportation  facilities  includes  determination  of  the  neces- 
sity for  equipment  and  the  type,  capacity,  and  number  of  various  facilities  or 
articles,  such  as  locomotives,  cars,  locomotive  cranes,  motor  trucks,  passenger- 
carrying  vehicles,  railroad  and  crane  tracks,  horses  and  mules,  garages,  stables, 
roundhouses,  etc. ;  keeping  a  record  of  equipment  on  hand ;  consideration  of 
surveys  covering  repairs  and  replacements. 

(8)  Navy  yard  commxmication  systems  includes  determination  of  the  type 
and  extent  of  telephone,  telegraph,  tube,  and  other  systems  of  communication 
at  navy  yards;  making  of  necessary  contracts  for  service;  surveys  covering 
repairs  and  replacements,  etc. 

(9)  Public  iDorks  data  book  (confidential)  includes  the  keeping  up  to  date  of 
the  data  book.  "Public  Works  of  the  Navy"  (loose-leaf  system),  covering  mis- 
cellaneous data  concerning  all  places  under  the  .jurisdiction  of  the  depart- 
ment, details  of  land,  facilities,  dry  docks,  coaling  plants,  and  structures  of 
all  kinds,  showing  their  size,  character,  age,  cost,  etc. ;  preparation,  printing. 
and  distribution  of  corrected  pages. 

(10)  Book  of  yard  maps  (confidential)  includes  tlie  pi-eparing  and  issue  at 
suitable  intervals  of  maps  of  navy  yards  and  stations,  also  the  procuring  and 
filing  of  plot  plans  of  all  land  under  the  control  of  the  Navy  Department. 

(11)  List  of  stations  (confidential)  under  Navy  Department  includes  the 
pi'eparing  and  issuing,  periodically,  of  lists  of  stations  and  places  owned  or 
rented  by  the  Navy  Department. 

(12)  Accouniinr/  system  includes  all, matters  relating  to  accounting  system  at 
navy  yards  and  examination  of  .iob  orders. 

The  clerical  section  was  at  the  same  time  transferred  to  a  newdy  organized 
clerical  division  under  the  direction  of  the  chief  clerk  (see  chap.  1). 

nXAXCIAL  ACCOUNTS  AND  RECORDS. 

"While  the'  Bureau  of  Supplies  and  Accounts  is  charged  with  the 
duty  of  keeping  the  accounts  of  expenditure  of  the  Naval  Establish- 
ment, it  has  always  been  necessary  for  the  Bureau  of  Yards  and 
Docks  to  keep  obligation  accounts  of  its  many  appropriations  in 
order  to  know  in  advance  what  funds  were  free  of  incumbrance  for 
each  authorized  project  or  purpose,  and  to  determine  whether  the 


WAR  ACTIVITIES   OF   BUEEAU   OF   YAEDS   AND  DOCKS.  465 

cost  of  work  was  kept   witliin  the  approved   allotment  of  funds 
therefor. 

The  system  of  handling  funds  placed  under  the  cognizance  of  the 
bureau  by  the  appropriation  acts  is  known  as  the  allotment  system, 
which  is  in  effect  an  extension  of  the  appropriation  system.  Congress 
makes  appropriations  by  Avhich  it  places  at  the  disposal  of  the  chief 
of  the  bureau  a  certain  sum  of  money  for  a  certain  purpose  or  a 
certain  class  of  objects.  The  bureau,  in  turn,  by  making  allotments, 
places  at  the  disposal  of  the  officer,  charged  with  the  execution  or 
performance  of  the  project  or  job,  a  sum  of  money  for  the  purpose. 
Each  appropriation  made  by  Congress  for  the  use  of  the  bureau,  and 
each  allotment  made  by  the  bureau  for  the  use  of  the  navy  yards  and 
stations,  constitutes  a  separate  and  distinct  debit  and  credit  account. 
Under  the  law,  appropriations  can  only  be  expended  for  the  specific 
purpose  for  which  they  are  made,  and,  by  bureau  order,  the  same  rule 
applies  to  allotments.  Accurate  accounting  is  therefore  essential  to 
prevent  overoxpenditurcs  and  misapplication  of  funds. 

At  the  beginning  of  the  war  this  system  was  in  effect.  It  was  fore- 
seen that  there  would  be  a  sudden  and  enormous  increase  in  the  num- 
ber of  accounts  to  be  handled,  due  to  war  conditions  and  the  necessity 
of  knowing  more  promptly  the  condition  of  all  accounts.  In  order 
that  the  sufficiency  of  the  system  to  meet  the  approaching  conditions 
might  be  definitely  established,  or  another  system  adopted  if  neces- 
sary, the  bureau  secured  the  services  of  a  firm  of  expert  accountants, 
who  made  an  exhaustive  study  of  the  system  and  its  operation,  and 
found  it  sufficiently  elastic  to  absorb  any  increase  in  volume  of  work 
that  might  result  from  war  conditions.  The  largest  number  of  open 
accounts  was  carried  during  the  first  part  of  1919,  when  there  were 
■497  appropriation  accounts  and  15,379  allotment  accounts  active. 
These  covered  the  accounting  for  approximately  $342,000,000,  and 
were  successfully  handled  by  a  force  varying  from  two  to  eight  book- 
keepers and  clerks. 

Every  effort  was  made  by  the  bureau  to  impress  upon  all  officers 
and  others  charged  with  the  expenditure  of  funds  the  necessity  of 
exercising  care  to  prevent  any  excessive  or  improper  expenditure  ana 
of  keeping  proper  record  of  all  financial  transactions.  The  tendency 
toward  extravagance  and  disregard  of  formalities  attending  the  ex- 
penditure of  money  in  cases  of  emergency  is  always  strong,  and  as 
the  emergency  was  very  great,  the  bureau  felt  it  advisable  to  issue 
warnings  from  time  to  time  as  reminders  to  those  executing  the  orders 
of  the  department  that  eventually  a  full  accounting  would  be  ex- 
pected. 


466  WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND   DOCKS. 

Early  in  the  war  period  a  placard  ^Yas  issued  reading  as  follows : 


You  can  not  get  work  done  without  money.  You  can  not 
get  money  except  from  Congress,  through  the  depart- 
ment. 

The  department  can  not  give  you  money  unless  it  has 
been  given  money  by  Congress  for  the  purpose  for 
which  you  want  it. 

You  have  no  right  to  spend  money  which  has  not  been 
allotted  to  you  by  the  office  or  bureau  to  which  it  has 
been  given  by  Congress. 

You  have  no  right  to  overdraw  your  account. 

If  you  want  money,  ask  the  man  who  has  it  and  '  tell 
him  why. 

If  you  want  anything  that  costs  money,  get  the  money 
first. 

If  you  are  in  a  hurry,  say  so,  and  ask  for  credit  till  you 
can  get  the  money. 

Don't  incur  an  obligation  you  are  not  prepared  to  meet, 
and  don't  ask  anyone  to  do  so  for  you. 

Money  is  needed  to  win  the  war — don't  ask  for  it  for  any 
purpose  which  does  not  contribute  to  that  end. 

Every  penny  must  be  accounted  for. 

You  will  be  asked  what  you  did  with  what  was  given 
you. 

Hang  this  where  you  can  see  it  every  day — and  read  it — 
it  will  help  you. 

Don't  think  because  you  do  not  handle  the  cash  that  you 
need  not  bother  about  the  money — where  it  comes  from 
or  how  much  is  spent. 

COOPEIIATE — We  are  all  working  toward  the  same  end. 
Help  those  who  must  get  money  from  Congress — help 
those  who  must  pay  it  out — help  those  who  niust  ac- 
count for  it — think  of  your  coworkers  and  try  to  help 
them. 


ANNUAL  ESTIMATES. 

The  annual  estimates  prepared  by  the  bureau  consist  of  those  cov- 
ering the  annual  appropriations  for  bureau  salaries,  maintenance  of 
navy  yards  and  stations,  repairs  and  preservation  of  the  property  of 
the  Navy  ashore,  contingencies,  and  the  specific  appropriations  for 
the  construction  of  new  public  works.  The  volume  of  the  work 
involved  in  the  preparation  and  submission  of  these  estimates  during 
the  war  period  did  not  greatl}^  increase,  for  the  reason  that  war 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  467 

expenditures  were  mostly  made  from  large  lump-sum  appropriations 
placed  at  the  disposal  of  the  Secretary  of  the  Navy.  No  increase  in 
force  was  necessary  to  handle  this  item  of  the  work  of  the  division. 

NAVY  YARD  PERSONNEL. 

The  sudden  activity  resulting  from  the  declaration  of  war  required 
a  large  increase  in  the  technical,  clerical,  messenger,  and  civilian 
police  forces  at  the  various  navy  yards  and  stations.  Early  action 
was  taken  to  secure  data  indicating  the  probable  requirements  in  this 
respect  and  to  provide  through  the  regular  channels  the  necessary 
personnel  promptly  upon  call.  The  result  was  fairly  satisfactory, 
notwithstanding  the  great  difficulty  in  securing  competent  employees 
without  calling  to  such  work  men  qualified  for  military  service,  or 
otherwise  interfering  with  the  more  important  work  of  the  war.  By 
close  cooperation  with  the  Civil  Service  Commission  the  bureau  was 
able  to  have  practically  all  appointments  made  in  strict  accordance 
with  the  law  and  regulations  governing  the  civil  service,  and  thus  to 
avoid  complaints  and  controversies. 

REQUISITIONS. 

The  requisitions  involved  under  this  heading  are  those  covering  the 
purchase  of  materials  and  supplies,  or  the  procurement  of  services 
by  contract,  for  jobs  of  a  minor  character,  under  funds  provided  for 
the  work  under  the  cognizance  of  the  bureau  at  the  various  navy 
yards  and  stations.  These  ranged  in  importance,  judged  by  the 
amount  involved,  from  a  few  dollars  to  nearly  $1,500,000.  Requisi- 
tions are  prepared  on  a  prescribed  blank  form  at  the  navy  yard  or 
station  where  the  material  or  services  are  required,  except  in  special 
cases,  as  where  the  bureau  prepares  a  requisition  covering  articles  or 
material  to  be  delivered  to  various  places.  The  form  sets  forth  by 
items  the  material  required,  and  indicates  when  and  where  it  is  to  be 
delivered,  where  it  is  to  be  inspected,  the  appropriation  and  par- 
ticular account  to  which  the  expense  involved  is  to  be  charged,  and 
other  pertinent  facts  necessary  to  enable  the  purchasing  officer  to 
secure  competitive  proposals  and  make  award,  arrange  inspection, 
and  have  delivery  made.  Upon  receipt  of  a  requisition  by  the  bureau 
a  record  of  its  receipt  is  duly  made,  after  which  a  number  of  questions 
arise.  Has  the  requisition  been  properly  prepared?  Is  it  signed  by 
the  proper  official?  Does  it  show  the  particular  account  to  be 
charged?  Are  sufficient  funds  available  under  such  account?  Are 
the  quantities  called  for  reasonable  or  excessive?  Are  they  suitable 
for  the  purpose?  Could  any  material  in  stock  be  used  instead  of 
buying  that  requested?    These  and  at  times  other  questions  require 


468  WAR  ACTIVITIES   OF   BUREAU   OF  YARDS   AND   DOCKS. 

a  most  thorough  and  careful  consideration  of  every  requisition  han- 
dled by  the  division  by  employees  possessing  excellent  judgment 
and  a  considerable  degree  of  technical  knowledge  and  experience. 
From  April,  1917,  to  July,  1919,  36,721  requisitions  were  received  and 
28,676  were  approved.  From  time  accounts  kept  at  various  times 
it  was  found  that  1.2  minutes  of  the  time  of  the  head  of  the  division 
was  required  to  vise  and  sign  each  requisition  after  it  had  been 
checked  and  made  ready  for  signature.  Upon  this  basis,  and  count- 
ing 7^  hours  to  a  day,  approximately  130  days  of  the  period  of  730 
working  days  reported  upon,  or  approximately  18  per  cent,  were 
devoted  to  this  work  by  the  head  of  the  division. 

In  addition  to  the  handling  of  the  requisitions  as  stated  above,  the 
requisition  section  also  handled  such  of  the  bids  made  for  furnishing 
materials  and  supplies  as  were  referred  to  the  bureau  for  recom- 
mendation by  purchasing  officers,  and  arranged  for  the  inspection  of 
the  materials  and  supplies  purchased  on  the  requisitions  where  in- 
spection at  the  place  of  manufacture  was  desired. 

FURNITURE  RECORDS. 

The  bureau  is  charged  by  law  and  regulations  with  providing  fur- 
niture for  Government  houses  and  offices  in  navy  yards  and  naval 
stations.  All  officers  of  the  Navy,  except  midshipmen,  are  entitled 
to  have  furnished  quarters  provided  for  their  occupancy  or  to  be 
paid  commutation  therefor  if  quarters  are  not  provided.  At  the 
beginning  of  the  war,  289  sets  of  officers'  quarters  were  available  for 
use,  furnished  in  accordance  with  the  established  allowance.  This 
allowance  covers  four  classes  of  quarters,  namelj^,  commandants', 
commissioned  officers',  bachelor  officers',  and  Avarrant  officers',  and 
has  been  arranged  with  a  view  to  providing  furnishings  in  every 
way  commensurate  with  the  needs  and  standing  of  the  service, 
durable  and  of  good  quality,  without  being  elaborate.  Prior  to  the 
war  the  average  cost  of  furnishing  a  typical  set  of  quarters  was 
$1,200.  At  the  present  time  articles  are  costing  approximately  three 
times  the  former  prices. 

During  the  war  a  great  many  temporary  quarters,  largely  bach- 
elor quarters  of  one  or  two  rooms,  were  provided  and  furnished, 
principally  at  temporary  training  camps  and  section  bases.  When 
these  activities  ceased  after  the  signing  of  the  armistice  the  furni- 
ture was  turned  into  store  and  reissued  from  time  to  time  as  required 
to  replace  worn-out  furniture  in  the  permanent  quarters,  w^hich  had 
increased  to  411  in  number.  In  this  way  the  loss  which  would  have 
attended  the  sale  of  slightly  used  articles  was  avoided. 

The  very  large  increase  in  office  personnel  during  the  war  necessi- 
tated the  purchase  of  large  quantities  of  office  furniture,  principally 


WAR  ACTIVITIES   OF   BUREAU   OF    YARDS   AND  DOCKS. 


469 


desks  and  chairs,  from  time  to  time.  Records  of  such  furniture  were 
maintained  at  the  various  navy  yards  and  stations  but  not  at  the 
bureau. 

Upon  the  curtailment  of  activities  after  the  signing  of  the  armis- 
tice, all  serviceable  office  furniture  was  stored  for  future  issue  except 
in  a  few  cases  where  comparatively  small  quantities  were  transferred 
to  other  departments  of  the  Government  or  sold  to  the  new  occupants 
of  rented  offices  in  order  to  avoid  the  expense  of  moving.  Articles 
which  had  been  damaged  or  much  worn  in  use  were  surveyed  and 
sold  in  the  usual  manner. 

OrnCERS'  QUARTERS. 


As  before  stated,  all  officers  of  the  Navy  excepting  midshipmen 
are  entitled  by  law  to  have  quarters  provided  for  their  occupancy 
when  serving  "with  troops,"  which  means,  practically,  when  on 
active  duty  ashore.  From  the  earliest  days  of  the  Navy  it  w^as  the 
practice  to  provide  living  quarters  in  the  various  navy  yards  for  the 
commandants  and  other  officers  whose  duties  made  it  essential  that 
they  be  present  at  the  yard  at  all  times  and  available  for  instant 
duty  in  cases  of  emergency.  The  same  rule  still  applies,  and  quar- 
ters are  provided,  not  as  a  matter  of  convenience  or  comfort  for  the 
officers,  but  for  the  benefit  of  the  Government  and  as  an  essential 
element  of  military  discipline  and  protection. 

The  available  quarters  for  officers  are  assigned  according  to  the 
relative  importance  of  the  presence  of  the  officers  at  the  yard  at  all 
hours,  without  regard  to  their  rank. 

At  the  beginning  of  the  war  289  sets  of  quarters  were  available 
under  the  cognizance  of  the  bureau ;  during  the  war  period  122  sets 
were  provided. 

A  record  is  kept  in  the  bureau  of  the  name,  rank,  and  duty  of  the 
occupant  of  each  set  of  quarters  and  the  dates  of  occupancy  and 
release. 

A  per  annum  allowance  of  funds  for  repairs  and  alterations  of 
quarters  is  provided  as  follows : 


Number  of  chambers. 

2 

3 

4 

5 

6 

7 

8 

$350 
270 
180 

$380 
290 

$410 
300 

$430 

$450 

$250 
170 

$150 

An  additional  allowance  of  20  per  cent  of  the  amounts  above  stated 
is  made  for  necessary  repairs  incident  to  each  new  occupancy. 


470  WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AXD  DOCKS. 

XAVY  YARD  TRANSPORTATION  FACILITIES. 

The  principal  equipment  required  to  meet  the  transportation  re- 
quirements of  the  navy  yards  and  stations  includes  locomotive  cranes 
for  the  handling  of  heavy  weights  in  transit,  locomotives,  railroad 
cars,  motor  trucks  and  trailers,  passenger-carrying  automobiles, 
motorcycles,  bic^'cles,  tractors,  horses,  wagons,  etc.  Ample  equip- 
ment of  this  character  in  time  of  peace  is  important  as  an  economic 
feature;  in  time  of  war  it  is  a  military  necessity.  The  problem  of 
transportation  was  one  of  the  greatest  of  the  war,  and  it  was  so 
regarded  by  the  bureau  and  given  the  most  careful  and  constant 
attention. 

On  June  30,  1916,  the  nine  navy  yards  were  equipped  with  56  loco- 
motive cranes,  25  locomotives,  175  horses  and  mules,  and  26  horse- 
drawn  passenger-carrying  vehicles.  No  motor  trucks  nor  passenger 
automobiles  had  been  provided  up  to  this  time. 

Eealizing  the  inadequacy  of  this  equipment  for  war-time  activities, 
the  bureau  took  steps  in  August,  1916,  to  provide  motor  trucks  for 
the  navy  yards,  and  the  following  month  further  steps  were  taken  to 
provide  10  passenger  automobiles.  In  March,  April,  and  May,  1917, 
requisitions  were  made  for  31  locomotive  cranes,  which  were  to  be 
distributed  to  the  various  navy  yards  and  stations.  These  cranes 
were  secured  at  prewar  prices,  as  they  had  been  or  were  being  manu- 
factured under  prewar  conditions  of  the  labor  and  material  markets. 
Shortly  afterwards,  as  the  war  requirements  developed,  the  manu- 
facturers of  locomotive  cranes  were  overwhelmed  with  orders,  which 
far  exceeded  the  normal  combined  capacity  of  their  plants,  and  it 
became  necessary  for  the  War  Industries  Board  to  allocate  the 
product  of  the  plants  to  the  various  activities  of  the  Government 
according  to  the  importance  of  their  requirements  with  reference  to 
the  paramount  problem — the  winning  of  the  war. 

The  bureau  w^as  complimented  by  the  head  of  the  crane  section  of 
the  War  Industries  Board  upon  its  foresight  in  having  provided  for 
its  most  urgent  needs  in  advance  of  the  general  demand,  and  was  con- 
gratulated upon  having  saved  to  the  department  a  very  substantial 
sum  by  securing  prewar  prices  upon  this  equipment. 

In  April,  1917,  requisition  was  also  made  for  additional  locomo- 
tives, flat  cars,  box  cars,  motor  trucks  of  various  sizes,  passenger  auto- 
mobiles, and  horse-drawn  carts,  wagons,  and  lumber  trucks. 

Throughout  the  war  period  the  bureau  adhered  to  the  manufac- 
turers' standards  in  the  purchase  of  transportation  equipment  and 
found  no  necessity,  or  even  desirability,  of  undertaking  to  standardize 
the  products  of  the  various  makers.  This  was  partly  due  to  the  fact 
that  the  requirements  were  mostly  of  a  commercial  nature,  or  of  such 
character  that  the  commercial  product  could  be  easily  and  inexpen- 


WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS.  471 


Typical   yard   7-ton   back-dumping   truck. 


Typical  yard  motor  street  swim  [i 


472  WAR  ACTIVITIES   OF   BUREAU    OF    YARDS   AXD   DOCKS. 


Typical  yard  ornne-tnick  liaiidlins  life  raft. 


Typical  yard  crane  truck  for  heavy  weights. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


473 


sively  converted  for  special  service  when  required.  It  was  believed 
also,  and  found  from  subsequent  experience  to  be  true,  that  manu- 
facturers took  much  pride  in  having  their  standard  product  used  for 
war  service,  and  were  not  only  willing  but  eager  to  follow  it  in  the 
service  and  see  that  it  operated  efficiently  and  satisfactorily.  This 
feeling  on  the  part  of  manufacturers  Avas  of  great  assistance  in 
promptly  securing  spare  parts  for  repairs  and  expert  advice  when 
needed. 

A  comparative  statement  of  the  transportation  equipment  at  the 
navy  yards,  showing  the  equipment  on  hand  at  the  end  of  each  fiscal 
year  from  1916  to  1920,  inclusive,  illustrates  the  growth  of  the  trans- 
portation systems  during  the  war  period.  Where  no  figures  are  given, 
data  are  not  available. 

Comparative  statement  of  transportation  equipment  at  the  navy  yards  at  the 
end  of  fiscal  years  1916  to  1920,  inclusive.    - 


Yard. 

Equipment. 

1916 

1917 

1918 

1919 

1920 

Portsmouth 

Locomotive  cranes 

3 
2 

2 

7 
3 

12 

13 

2 

4 

12 

11 

4 

40 

19 

3 

4 

11 

25 

11 

80 

31 

2 

14 

78 

22 

8 

33 

-      25 

0 

15 

44 

10 

4 

25 

2 

2 

7 

43 

8 

6 

64 

30 

0 

8 

71 

8 

3 

23 

10 

0 

5 

17 

13 

7 

52 

42 

0 

4 

33 

8 

3 

12 

10 

'            0 

2 

14 

15 

4 

56 

18 

1 

5 

24 

30 

11 

138 

29 

0 

14 

152 

44 

13 

81 

26 

0 

28 

101 

13 

4 

27 

2 

0 

10 

52 

34 

9 

111 

41 

0 

8 

83 

14 

3 

30 

13 

0 

22 

36 

16 

7 

58 

43 

0 

6 

32 

1              g 

Locomotives 

Railroad  cars 

12 

Horses  and  mules 

10 
3 
0 
0 
8 
3 

10 
4 
1 

io" 

4 

10 

Passenger  vehicles  (horse) 

0 

Passenger  vehicles  (motor) 

5 

\  Motor  trucks 

14 

Boston 

Locomotive  cranes 

32 

Locomotives 

6 

Railroad  cars 

31 

Horses  and  mules 

21 
3 
0 
0 

13 
5 

20 
3 

2 

io' 

8 

17 

Passenger  vehicles  (horse) 

0 

Passenger  vehicles  (motor) . . 

13 

Motortrucks 

41 

New  York 

Locomotive  cranes 

31 

Locomotives 

13 

Railroad  cars 

131 

Horses  and  mules 

31 
3 
0 
0 

10 
3 

30 
2 
9 

14" 

0 

33 

Passenger  vehicles  (horse) 

0 

Passenger  vehicles  (motor) 

7 

Motor  trucks.. . 

51 

Philadelphia 

Locomotive  cranes 

46 

Locomotives 

16 

Railroad  cars 

71 

Horses  and  mules 

21 
5 
0 
0 
1 
0 

25 
5 
3 

5" 

3 

23 

Passenger  vehicles  (horse) 

0 

Passenger  vehicles  (motor) 

42 

Motor  trucks 

105 

Washington 

Locomotive  cranes 

21 

Locomotives 

5 

Railroad  cars 

28 

Horses  and  mules 

5 
2 
0 
0 
6 
2 

2 
2 
5 

0 

Passenger  vehicles  (horse) 

0 

Passenger  vehicles  (motor) 

12 

Motor  trucks 

83 

Norfolk 

Locomotive  cranes . .                    ... 

34 

Locomotives 

7 

Railroad  cars 

105 

Horses  and  mules 

26 
3 
0 
0 
4 
3 

6' 

3 

41 

Passenger  vehicles  (horse).-. ..:..: 

0 

8 

Motor  trucks             

82 

Charleston 

14 

4 

RaUroad  cars 

17 

13 
4 
0 
0 
6 
5 

i2 

4  i 
2 

9' 

6 

1 

13 

Passenger  vehicles  (horse)        

0 

21 

Motor  trucks 

35 

Mare  Island... 

Locomotive  cranes 

20 

7 

Railroad  cars     1 

57 

40 
2 
0 
0 

37  1 
2 
1 

51 

0 

6 

Motor  trucks 

43 

474 


WAR   ACTIVITIES    OF   BUREAU    OF   YARDS   AND   DOCKS. 


Comparative  statement  of  transportation  equipment  at  the  navy  yards  at  the 
end  of  fiscal  years  1916  to  1920,  inclusive — Continued. 


Yard. 

Equipment. 

1916 

1917 

1918 

1919 

1920 

Puget  Sound 

Locomotive  cranes 

5 
2 

5 
2 

5 
5 
110 
8 
0 
3 

16 
109 
51 
439 
180 
9 
64 
325 

14 

5 

107 

6' 

5 

29 

188 

59 

620 

182 

1 

100 

523 

14 

Locomotives 

Railroad  cars 

82 

8 
1 
0 
0 
56 
25 

8 
0 

1 

72" 

34 

2 

Passenger  vehicles  (horse) 

0 

Passenger  vehicles  (motor) 

5 

Motor  trucks    

30 

Total  

220 

Locomotives 

66 

Railroad  cars     

534 

175 

26 

0 

0 

144 
22 
24 



190 

Passenger  vehicles  (horse) 

0 

Passenger  vehicles  (motor) 

119 

Motor  trucks 

484 

During  1917  and  1018  orders  were  placed  for  motor  vehicles  and 
motor-truck  trailers  to  be  sent  abroad  as  follows:  Passenger  cars, 
343;  motor  trucks,  594;  motorcj'cles,  237;  motor-truck  trailers,  211. 
At  the  time  of  the  signing  of  the  armistice  a  number  of  these  orders 
remained  unfilled;  at  other  times  diversions  or  cancellations  were 
ordered  owing  to  changed  conditions;  so  that  the  actual  shipments 
abroad  were  reduced  to  the  following  quantities :  Passenger  cars,  261 ; 
motor  trucks,  375 ;  motorcycles,  197 ;  motor-truck  trailers,  194.  The 
approximate  total  cost  of  this  equipment  was  $2,700,000. 

NAVY  Y'ARD  COMMUNICATION  SY'STEMS. 

The  various  Government-owned  communication  systems  were  ex- 
tended and  otherwise  improved  during  the  war  period  as  circum- 
stances required.  While  there  was  a  very  large  increase  in  the 
business  to  be  handled,  there  arose  no  necessity  for  any  radical  change 
in  prewar  methods,  and  the  expansion  was,  therefore,  handled  in  a 
routine  way  without  difficulty.  The  operation  of  the  systems  and  of 
the  privatelj^-owned  lines  required  for  use  outside  the  navy  yards 
and  stations  during  the  war  was  under  the  cognizance  of  the  Director 
of  Communications,  under  the  Chief  of  Naval  Operations,  and  the 
activities  of  the  Bureau  of  Yards  and  Docks  were  limited  to  matters 
pertaining  to  the  Government-owned  physical  property. 


PUBLIC  WOPKS  DATA  BOOK. 

The  "  Public  Works  Data  Book,"  so  called,  is  a  loose-leaf  binder 
publication,  designed  to  contain  current  information  in  detail  con- 
cerning the  physical  property  of  the  Naval  Establishment  on  shore 
of  a  permanent  character.  This  includes  land,  buildings,  dry  docks, 
sea  walls,  piers,  roads  and  pavements,  railroad  and  other  tracks, 
building  ways  for  vessels,  marine  railways,  storage  plants,  sewers, 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS.  475 


Typical  yard  locomotive  crane. 


Twenty-five-ton  locomotive  crane  on  elevated  trLstlc  for  twin  minesweeper  construction. 
Navy  Yard,  Philadelphia,  Pa. 


476  WAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS. 


ti\i'  ami  duinij-ear^. 


WAR  ACTIVITIES   OF   BUEEAU   OF   YARDS   AND  DOCKS.  477 


Typical  yard  5-ton  truck  and  trailer. 


Adaptation  of  yard  t 
37022—21 31 


478  "WAR  ACTIVITIES    OF   BUREAU    OF   YARDS   AND  DOCKS. 

pipe  lines.  tele<!iaph  and  telephone  lines,  railroad  and  other  tracks 
and  equipment,  power  plants,  radio  towers,  and  similar  property  con- 
stituting the  public  works  and  public  utilities  of  the  Xavy.  Revision 
of  the  contents  of  this  book  is  one  of  the  duties  of  the  Maintenance 
and  Operating  Division. 

YARD   MAPS. 

The  book  of  yard  maps  consists  of  a  loose-leaf  binder,  measuring 
16  bj'  21  inches,  containing  lithograph  prints  of  the  maps  of  navy 
yards  and  stations  and  of  other  important  shore  establishments. 
The  maps  are  made  annually  and  shoAv  the  conditions  existing  on 
June  30  of  each  year. 


CHAPTER  XXIII. 

EMERGENCY  OFFICE  BUILDINGS,  POTOMAC  PARK, 
WASHINGTON,  D.  C. 


BEGINNINGS  OF  PROJECT. 

The  moiiuinental  State,  AVar,  and  Xavy  Buildiiijr  adjacent  to  the 
White  House  long  ago  became  inadequate  to  its  requirements,  and 
various  bureaus  of  the  War  and  Xavy  Departments  had  to  seek  office 
space  elsewhere.  Three  years  before  tlie  war  a  0-story  building  was 
rented  for  naval  bureaus  and  completely  occupied  by  them.  In  this 
structure,  near  the  corner  of  Xew  York  Avenue  and  Eighteenth 
Street,  and  known  as  the  Xavy  Annex,  the  Bureau  of  Yards  and 
Docks  had  quarters. 

The  threat  of  war  caused  a  further  overrunning  of  accommoda- 
tions, and  the  actual  declaration  of  hostilities  soon  produced  un- 
precedented colonization  by  numerous  Government  agencies  of  all 
conceivable  office  spaces  in  the  city.  The  expansion  of  the  War  De- 
partment was  naturally  the  greatest  of  any,  but  the  Xavy's  case 
was  analogous.  On  July  1,  1917.  this  department  was  occupying 
space  in  nine  different  buildings,  and  was  severely  overcroAvded  in 
all. 

The  Bureau  of  Yards  and  Docks,  for  example,  removed  its  head- 
quarters from  the  Xavy  Annex  to  the  American  Xational  Bank 
Building  on  July  28,  1917.  By  this  move  it  increased  its  floor  space 
from  8,300  to  28,600  square  feet.  Eight  floors  and  the  basement  of 
tlie  banking  structure  were  occupied  by  it,  but  some  of  its  most  im- 
portant offices  were  still  housed  in  three  other  Avidely  separated 
buildings. 

Expedients  for  taking  care  of  the  continuous  expansion  of  the 
Xavy  Department  were  carefully  considered— rentals,  commandeer- 
ing of  finished  and  unfinished  structures,  remodeling,  and  "  emer- 
gency "  construction.  At  one  time  during  August,  1917,  there  was 
drawn  up  a  detailed  assignment  of  space  for  naval  bureaus  in  the 
unfinished  Arlington  Building,  which  was  set  aside  soon  afterwards 
for  the  new  Bureau  of  War  Kisk  Insurance. 

Then  a  scheme  Avas  formulated  in  the  War  Department  Avhich  Avas 
to  make  one  bite  of  Iavo  large  cherries.  This  w^as  nothing  less  than 
a  proposal  to  shelter  tlie  Avhole  oAcrflow  of  the  Xavy  Department  and 

479 


480  WAR   ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 

all  homeless  agencies  of  the  War  Department  in  a  monster  block  of 
temporary  3-storv  frame  and  pebl)lo-dash  buildings  at  Sixth  and 
B  Streets,  to  contain  800.000  square  feet  of  net  office  area — the 
Henry  Park  project.  The  Xavy  was  assigned  one-third  of  this 
space,  $2,000,000  was  duly  appropriated  for  the  undertaking  by 
Congress  on  October  G.  1917.  construction  began  on  October  11,  and 
an  engineer  in  the  Bureau  of  Yards  and  Docks,  under  the  direction 
of  Commander  A.  L.  Parsons,  resumed  liis  endless  task  of  spa(;c  as- 
signment for  the  Navy,  The  entire  group  of  buildings,  possibly  the 
largest  of  its  particular  kind  extant,  reached  final  completion  in 
February,  1918;  and  long  before  that  time  the  demands  of  both  the 
departments  made  it  certain  that  placing  the  Xavy  Department  in 
Henry  Park  would  be  an  ill-advised  move.  Fifty  thousand  square 
feet  was  the  maximum  space  ever  occupied  in  this  group  by  naval 
bureaus. 

Early  in  January  it  became  clear  that  the  Navy  must  shoulder 
its  own  burden.  The  work  of  devising  adequate  accommodations 
was  delegated  to  the  Bureau  of  Yards  and  Docks  as  the  agency  of 
"  shore  construction  " — a  violent  departure  from  the  orderly  pro- 
cedure of  peace  times  wherein  the  Fine  Arts  Commission  exerts  a 
controlling  influence  under  the  immediate  cognizance  of  Congress. 
Some  demur  was  occasioned,  but  the  war  could  not  wait. 

A  bold  solution  presented  itself.  Efficiency  demanded  the  location 
of  the  entire  Navy  Department  under  a  single  roof,  and  its  activities 
and  documents  required  quarters  of  fire-resistive  construction. 
Speed  in  erection  was  essential,  but  an  indefinite  term  of  occupancy 
of  the  completed  structure  Avas  contemplated  as  likely,  while  high 
unit  costs  were  forbidden. 

The  use  of  reinforced  concrete  seemed  to  meet  the  foregoing  con- 
ditions most  fully.  Previous  experience  with  this  material  by  the 
bureau  under  war  conditions  had  been  extensive  and  fortunate,  and 
Commander  Pars'ons  was  able  to  make  out  a  very  clear  case  for  its 
use  in  the  project  under  consideration.  Investigation  revealed  that, 
while  a  stupendous  structure  would  be  recjuired,  it  could  be  built 
of  concrete  with  great  rii])idity  and  at  a  cost  not  unreasonably  above 
that  of  an  equivalent  frame  structure.  The  interest  of  a  construc- 
tion company  of  proved  resources  was  enlisted,  assuring  the  requisite 
labor  and  skill.  Ixegular  and  speedy  delivery  of  materials  had 
alread}'^  been  placed  within  the  Government's  command.  Presented 
with  such  data,  the  House  Appropriations  Committee  was  favorably 
impressed  with  the  argument  for  concrete. 

The  next  problem  was  the  selection  of  a  site,  and  informal  surveys 
of  the  city  were  made  afoot  and  by  motor,  the  committee  cooperating. 
Vai'ious  locations  were  suggested,  and  it  early  developed  that  no 
structure  so  huge  as  the  one  contemplated  could  be  usefully  placed 


WAR   ACTIVITIES    OF    BUREAU    OF    \%RDS    AND    DOCKS. 


481 


482  WAR    ACTIVITIES    (9>V    BUREAU    OF    YARDS    AND   POCKS. 

in  Washington  without  (lish)catinir  some  ahTady  formulated  [)hin  of 
civic  development:  so  that  the  choice  between  evils  became  somewhat 
eclectic.  The  Ellipse  was  discussed  and  abandoned  after  preliminary 
plans  had  been  drawn.  A  site  south  of  the  Tidal  Basin  was  avail- 
able and  was  carefully  studied  only  to  be  given  up  on  account  of  its 
inaccessibility.  The  Monument  grounds  seemed  to  offer  a  solution, 
and  plans  were  elaborated  for  an  L-shaped  structure  to  the  north 
and  west  of  the  Monument.  But  ground  contours  there  necessitated 
grading  at  a  high  cost,  and  many  valuable  trees  of  long  growth 
would  be  destroyed ;  furthermore,  the  project  outgrew^  the  available 
bounds  during  the  very  process  of  discussion. 

Finally  the  tract  of  land  in  Potomac  Park  south  of  B  Street  and 
west  of  Seventeenth  Street  w'as  discovered.  The  War  De})artment  by 
this  time  had  submitted  formal  request  that  still  more  offices  for  its 
bureaus  be  built  along  with  the  new  undertaking,  2)ractically  doubling 
the  space  requirements  and  necessitating  a  ground  area  extending 
nearly  2,000  feet  from  Seventeenth  to  Twenty-first  Streets  and  some 
COO  feet  south  from  B  Street.  This  tract  could  be  easily  served  w^ith 
transportation  by  the  building  of  a  loop  of  car  track  of  moderate 
length.  The  objection  to  the  site  was  the  proposed  building's  inter- 
ference with  the  plan  of  development  of  the  Lincoln  ISIemorial  land- 
scape, and  this  objection  had  simply  to  be  waived  for  future  adjust- 
ment in  view  of  the  instant  exigency.  The  term  of  occupancy  of 
these  concrete  buildings,  whether  "permanent"  or  "temporary,"  is 
to  this  day  a  moot  point.  It  is  commonly  referred  to  as  "  indefinite," 
though  the  official  title  of  the  structures  in  the  appropriation  act 
authorizing  them  is  '•temporary  buildings." 

The  project  was  broached  before  Congress  in  the  Committer 
of  the  Whole  House  by  Mr.  Sherley,  chairman  of  the  Committee 
on  Appropriations,  on  February  15,  1918.  His  remarks  maj' 
be  interj)reted  as  a  substitute  for  the  customary  committee  hearings, 
the  previous  discussions  between  the  committee  and  the  bureau  hav- 
ing been  informal.  Interesting  questions  were  ])ropounded  V)y  Mem- 
bers, to  wdiich  Mr.  Sherley  was  able  to  return  satisfactory  replies. 
The  discussion  continued  at  length  on  February  18  and  was  followed 
by  the  passage  through  the  House  of  the  urgent  deficiency  l)ill.  in- 
cluding the  appropiiation  for  the  project.  This  bill  became  law  on 
March  28.  1018. 

The  a})propriation  for  the  proposed  concrete  buildings,  $5,775,000, 
was  figured  on  a  basis  of  $3.31  per  square  foot,  areas  of  940,000  and 
840,000  square  feet  being  contemplated  for  the  Xavy  and  War  De- 
partments, respectively. 

Meanwhile,  upon  authentic  assurance  that  the  deficiency  bill  would 
pass,  the  luireau  had  gone  ahead  on  the  project  with  all  the  speed 
possible.     Tiie  Turner   Construction   Co.   of  New   York,   a   concern 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS.  483 

familiar  with  reinforced-concrete  work  on  a  maximum  scale,  assumed 
the  <reueral  contract  on  February  25.  1918.  They  erected  a  construc- 
tion office  220  feet  long,  30  feet  wide,  and  two  stories  in  height  at  the 
corner  of  Nineteenth  and  B  Streets,  and  installed  their  supervisory, 
clerical,  and  engineering  forces  without  delay.  Preparation  of  the 
site  Avas  prosecuted,  a  construction  plant  of  novel  design  was  in- 
stalled, and  large  quantities  of  material  began  to  be  received.  Prior 
to  March  1,  1918,  the  advance  force  of  the  bureau  took  up  quarters 
in  the  Turner  construction  office.  This  force  consisted  of  the  officer 
in  charge  of  construction,  Lieut.  Commander  O.  A.  Mechlin  (C.  E. 
C),  U.  S.  N.  E.  F.,  a  dozen  draftsmen,  and  a  detachment  of  enlisted 
men  serving  in  auxiliary  capacities.  Elaboration  of  plans  on  the 
part  of  the  contractor  and  the  bureau  went  forward  hand  in  hand 
with  the  earlier  stages  of  construction.  Two  subcontractors  for 
heating  and  plumbing  and  electrical  work  built  a  joint  office  on  the 
site  during  February. 

The  early  history  of  the  project  may  now  be  summarized,  as 
follows : 

(a)   Preliminary  studies,  January  and  early  February,  1918. 

(h)   Date  of  contract  and  beginning  of  work.  Februarj^  25. 

(c)  Elaboration  of  plans,  continuous,  February- April. 

(d)  Granting  of  appropriation.  March  28,  1918. 

It  is  to  be  noted  that  the  above  steps  occurred  in  practically  the 
reverse  order  to  the  course  of  development  of  the  majority  of  the 
bureau's  projects  as  ordinarily  executed. 

As  the  work  progressed,  at  really  phenomenal  speed,  the  bureau's 
supervisory  force  was  augmented  to  cover  the  job.  At  the  period 
of  maximum  activity,  from  May  to  August,  1917,  this  organization 
included  no  less  than  10  officers  of  the  Civil  Engineer  Corps.  U.  S. 
N.  R.  F.,  120  enlisted  men  drawn  principally  from  the  Public  Works 
Regiment  at  Great  liakes,  acting  as  material  checkers  and  inspectors, 
the  architectural  and  drafting  squad  of  12  to  15  men,  about  20 
clerks,  including  yeomen,  and  an  adequate  "  expediting  force."  whose 
duty  it  was  to  keep  materials  flowing  to  the  job  at  high  velocity 
tlirough  the  exercise  of  freight  priorities,  commandeer  orders,  etc 

DESIGN  OF  BUILDINGS. 

The  group  as  constructed  represents  essentially  a  single  operation. 
Its  two  halves,  known  as  the  Xavy  Building  and  Munitions  Building, 
are  connected  by  a  covered  bridge  of  the  full  width  of  a  cross-corri- 
dor, spanning  the  100-foot  roadway  separating  them.  Considered 
thus  as  an  entity,  the  project  affords  a  greater  area  of  available  floor 
space  than  any  other  office  building  up  to  that  time  constructed,  with 
1,800,000  square  feet  of  floor  (41  acres)  as  against  1,700,000  square 


484 


WAR   ACTIVITIES   OF   BUREAU   OF    YARDS   AND  DOCKS. 


> 
it 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND   DOCKS. 


485 


The  C'fe 


feet  in  the  41-stor3^  Equitable  Building  in  New  York,  its  nearest 
contemporary  rival. 

The  units  are  three  stories  in  height,  with  a  structural  framework 
of  reinforced  concrete,  gypsum-board  and  plaster  partitions,  steel 
sash,  and  brick  curtain  walls.  The  latter  are  omitted  along  the 
exposed  front  and  side  facades,  where  a  two-storied  window  treat- 
ment is  used,  and  the  concrete  surface  finished  with  a  white  cement- 
and-sand  mixture  rubbed  in  by  hand. 

The  plan  of  each  building  is  simple,  consisting  of  parallel  wings 
500  feet  long  and  60  feet  wide  connected  at  the  front  (north)  along 
B  Street  by  a  so-called  "  headhouse  "  60  feet  in  width.  The  Navy  De- 
partment unit  has  nine  such  wings,  the  War  Department  eight ;  this 
is  their  only  essential  difference  in  plan  or  treatment.  The  wings 
are  separated  from  one  another  by  courts  40  feet  wide,  each  of  which 
is  crossed  bj^  two 
covered  gangways 
at  the  level  of  the 
second  floor, 
ground  occupied, 
inclusive  of  courts, 
driveways,  and 
the  parking  space 
at  the  rear  is  about 
20  acres  in  area. 

Speedy  erection 
demanded  that  the 
structural  design 
be  of  the  simplest 
type,  and  the 
beam-and-girder  system  was  selected.  This  treatment  resulted  in  a 
scheme  of  uniform  structural  units  throughout,  all  column  spacing 
and  distances  between  girders  being  similar  without  exception,  and 
complicated  connections  of  Beams  and  girders  at  columns  being 
precluded. 

As  will  be  seen  in  the  accompanying  illustrations  the  two  build- 
ings are  identical  in  appearance,  the  front  and  side  facades  being 
divided  by  pilasters  into  bays. 

Upper  floors  are  of  reinforced  concrete,  designed  to  support  a  live 
load  of  75  pounds  per  square  foot,  and  are  finished  with  a  wearing 
surface  of  concrete.  They  are  3^  inches  thick,  with  one-way  rein- 
forcement of  f -inch  rods  spaced  6  inches,  center  to  center.  Columns 
are  spaced  20  feet  apart  throughout;  interior  columns  are  18  by  18 
inches  in  section ;  wall  columns  13^  by  28  inches.  The  first  story  is 
12  feet  6  inches  in  height,  floor  to  floor,  the  second  and  third  12  feet 
each.     ColumiU  reinforcement  consists  of  four  1^-inch  rods. 


Typical  floor  plan  of  Navy  unit,  emergency  office  buildings, 
Potomac  Park,  Washington,  D.  C. 


486  \VAi;    ACTIVITIES    OF    BUREAU    OF    YARDS   AXD   DOCKS. 

Girders  art-  i-2  by  i?i)  inches  by  20  feet  in  span,  reinforced  with  five 
l\!:-inch  rods.  Avhik*  beams  are  spaced  G  feet  8  inches,  center  to  center, 
and  haA'e  3-rod  reinfonement  and  a  section  of  8  by  IJ:  inches. 

Xo  basement  is  provided,  the  ground  floor  resting  on  the  mean 
level  of  the  site.  This  site,  wliich  is  part  of  the  filled  ground  known 
as  Potomac  Park,  alongside  the  Potomac  Kiver,  is  well  adapted  to 
requirements,  a  minimum  of  grading  having  been  necessary.  To 
conform  to  minor  diiferences  of  level,  wings  were  "  stepped  "  in  cer- 
tain instances. 

The  staircases  are  all  of  reinforced  concrete,  and  are  particularly 
wide — these  being  the  only  means  of  travel  from  one  floor  to  the 
other.  Besides  four  main  flights  located  in  each  headhouse,  each 
wing  is  provided  Avith  two  or  three  supplementary  stairways  prop- 
€rly  situated. 

In  addition  to  the  gypsum-board  and  plaster  partitions  generally 
used,  partitions  of  a  fire-resisting  material  are  placed  at  intervals, 
dividing  each  floor  into  sections  .so  as  to  localize  any  fire  that  might 
break  out.  All  openings  in  these  partitions  have  automatic  fire 
doors,  thus  making  each  section  an  independent  compartment,  and 
the  staircases  are  so  placed  that  egress  from  one  section  may  be  had 
without  passage  through  any  of  the  others. 

The  use  of  steel  sash  insured  rapidity  of  construction,  large  glazed 
areas  affording  ample  natural  lighting,  and  (where  ghized  with  Avire 
glass)  a  considerable  factor  of  fire  protection. 

The  corridor  partitions  have  an  unusually  large  glass  area,  which 
makes  the  corridors  cheerful  and  pleasant  on  even  the  dullest  days. 

Plaster  is  used  on  the  partitions  and  inside  the  curtain  walls; 
ceilings  (except  that  of  the  third  story),  beams,  and  columns  reveal 
the  structural  concrete  as  the  forms  left  it,  giving  the  not  disagree- 
able effect  of  heavy  timber  construction.  Water-color  paints  of  har- 
monious tints  are  used  throughout  the  interior  concrete  and  plaster 
surfaces.  The  roof  structure  is  identical  with  the  floors,  except  for 
necessary  slopes.  Pitch  and  gravel  over  5-ply  felt  is  the  roofing 
material  used.  A  suspended  ceiling  of  gypsum  board  and  plaster 
extends  over  the  entire  upper  floor  at  a  height  of  11  feet. 

CONSTRUCTION. 

It  was  at  first  .supi)osed  that  i)ile  foundations  would  not  be  needed, 
l)ut  investigations  made  during  the  first  two  weeks  of  preliminary 
work  showed  this  assumption  to  be  in  error.  Tiie  area  on  which  the 
buildings  were  to  stand  proved  to  overlie  a  portion  of  the  old  river 
bed.  To  reach  solid  ground  through  fill  and  soft  material  actually 
required  piling  varying  from  20  to  52  feet  in  length.  Where  jiracti- 
cable,  concrete  piles   (cast  in   place  within  predriven  shells)    were 


WAR   ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS.  487 

used:  but  in  a  certain  per  cent  of  the  cases  the  penetration  necessary 
compelled  the  use  of  so-called  "  composite "'  piling,  consisting  of  a 
wooden  pile  surmounted  by  one  of  concrete.  The  total  number  of 
piles  driven  was  5,048 — the  first  one  on  March  25  and  the  last  one 
on  May  28.  Piling  follows  the  lines  of  the  outside  Avails  over  prac- 
tically the  whole  area.  Occupation  of  the  buildings,  however,  was 
delayed  by  this  operation  not  more  than  30  da5^s  beyond  the  period 
originally  estimated.  Four  pile  drivers  were  operated  continuously 
by  three  shifts^  of  workmen  24  hours  a  day,  including  Sundays. 

Much  credit  is  due  the  contractor  for  the  skill  Avith  which  his 
great  resources  and  organization  were  applied  to  the  peculiar  dif- 
ficulties of  concrete  placing  on  this  job.  The  project  was  extraor- 
dinarily thin  in  distribution,  requiring  less  than  2  cubic  feet  of  con- 
crete per  square  foot  of  ground  covered.  XcAertheless  the  bulk  of 
concrete  was  vast,  and  it  had  to  be  placed  with  all  possible  speed. 

A  construction  plant  was  devised  which  admirably  met  the  con- 
ditions. A  lieaA'y  trestle  was  built  paralleling  the  entire  length  of 
the  site  (2,200  feet)  at  the  rear,  17  feet  in  height,  and  having  ap- 
proaches from  the  street  level  with  a  gradient  of  11.8  per  cent.  This 
trestle  Avas  designed  to  carry  5-ton  motor  trucks,  Avhich  brought  sand 
and  gravel  li'oni  near-by  river  dredgings,  and  cement  in  bags  from 
a  railroad  siding  adjacent.  Eight  storage  units  for  this  material 
Avere  placed  at  intervals  underneath  the  trestle,  each  provided  with 
separate  bins  for  55  cubic  yards  of  sand,  110  cubic  yards  of  graA-el, 
and  a  suitable  supply  of  cement.  The  aggregate  bins  Avere  covered 
by  gratings  of  4-by-12-inch  planking,  set  on  edge  and  spaced  4  inches 
apart.  Over  the  trestle  a  fairly  steady  procession  of  trucks  passed 
from  east  to  Avest,  dumping  sand  or  gravel  through  the  proper  grat- 
ings or  delivering  sacked  cement  through  chutes  for  storage  as 
needed. 

MidAvay  of  alternate  courts  of  the  buildings  under  erection  were 
located  the  mixing  plants,  each  connected  with  one  of  the  storage 
units  by  a  straight  track  of  narrow  gauge  at  right  angles  to  the 
trestle  and  about  300  feet  long.  Upon  these  tracks  ran  small  cars 
of  the  industrial' type,  having  separate  compartments  for  sand  and 
gravel,  and  controlled  by  an  endless  rope  from  a  motor  at  each 
mixing  plant.  Brought  to  a  stop  under  the  trestle,  they  were  auto- 
matically loaded  Avith  sand  and  graAcl  in  proper  quantities  from  the 
bins,  and  cement  being  then  throAvn  in  on  top  they  were  ready  for 
the  return  trip  to  the  mixer. 

Each  mixing  plant  comprised  a  l^-yard  mixer  sunk  beloAV  ground 
level,  a  40-horsepoAA-er  electric  motor  for  its  operation,  and  a  tower- 
hoist  for  the  distribution  of  the  mixture. 

Concrete  was  delivered  to  place  iii  tAvo-wheeled  buggies,  operating 
at  four  levels  from  platforms  adjoining  the  towers,  no  chuting  being 


488  WAR  ACTIVITIES    OF   BUREAU   OF    YARDS   A]S'D   DOCKS. 

employed  at  any  stage.  The  capacity  of  each  mixing  and  distribut- 
ing unit,  with  50  hands  each,  was  -100  cubic  yai'ds  per  day,  restric- 
tions as  to  quantity  of  dry  material  having  been  eliminated  by  the 
system  alread}^  described.  Since  each  plant  w^as  entirely  independent 
of  the  rest,  the  theoretical  maximum  capacity  on  the  job  was  3.200 
cubic  yards  of  concrete  per  10-hour  day,  though  practical  conditions 
kept  the  recorded  maximum  down  to  1,750  yards,  equivalent  to  a 
section  of  the  building  300  feet  long. 

The  placing  of  the  structural  concrete  was  accomplished  in  13^ 
weeks  from  April  5.1917,  an  achievement  which  is  thought  to  have 
established  a  record  for  this  type  of  work.  The  weekly  output  was 
equivalent  to  a  780-foot  section  of  the  structure,  Avhile  the  total 
yardage  of  concrete  employed  on  the  job  w^as  68,000.  Concreting  of 
the  ground  floor  was  a  separate  constructional  operation  and  one  of 
the  last  performed.  This  floor  is  of  concrete  6  inches  thick  over 
a  puddled  and  rolled  fill  of  earth  and  cinders,  with  a  wearing  sur- 
face similar  to  that  of  the  upper  floors. 

It  is  not  to  be  supposed  that  the  construction  of  these  immense 
buildings  proceeded  b}'-  definitely  separated  steps.  Such  a  thing 
would  have  necessitated  sudden  and  complete  replacements  of  large 
bodies  of  workmen  as  the  character  of  the  work  changed.  Eather 
the  progress  of  the  project  was  a  development  proceeding  in  general 
from  east  to  west.  Concreting  overlapped  pile  driving  and  at  last 
displaced  it;  roofing  had  been  placed  on  the  first  w^ing  before  form 
work  was  complete  on  the  last;  bricklaying  followed  the  advance 
of  the  concrete  frame;  partitions  were  being  constructed  on  the 
upper  floors  before  the  ground  floor  had  been  laid. 

ACCESSORY  AND   INCIDENTAL  FEATURES. 

As  previously  intimated,  the  interior  finish  of  the  buildings  is,  in 
general,  far  from  elaborate ;  but  some  care  was  devoted  to  the  archi- 
tectural treatment  of  the  two  main  entrances. 

Both  buildings  have  in  the  center  of  the  headhouses  large  vesti- 
bules entered  by  nine  double  doors,  giving  free  passageway'  under  the 
most  difficult  conditions.  Opening  from  the  vestibules  are  the  main 
staircase  halls,  of  such  dimensions  as  to  admit  of  the  transaction  of 
preliminary  business  concerning  identification  and  similar  matters. 

The  vestibules  and  halls  present  a  finished  appearance,  having 
plaster  walls  and  ceilings  with  embellishments  of  columns,  pilasters, 
and  cornices.  A  durable  floor  is  provided  in  these  rooms,  consisting 
of  cement  and  small  pebbles,  the  latter  being  treated  so  as  to  give 
a  pleasing  finished  texture  and  color  to  the  surface. 

The  floors  are  subdivided  to.  meet  the  particular  needs  of  the 
various  bui'eaus,  but  so  arranged  that  access  may  be  conveniently 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  489 

gained  to  any  and  all  parts  of  the  buildings.  The  office  rooms  are 
plain,  well  lighted,  and  of  workable  proportions. 

The  suite  of  rooms  assigned  to  the  Secretary  of  the  Navy  and  his 
working  force  has  an  individual  treatment,  though  of  modest  design 
and  material.  Ornamental  plaster  cornices  decorate  this  suite,  to- 
gether with  presentable  fireplaces  and  mantels  and  cork-tile  floors. 
A  similar  treatment  was  given  to  certain  important  offices  in  the  War 
Department  unit. 

The  buildings,  being  located  at  some  distance  from  the  center  of 
the  city,  and  consequently  inconveniently  situated  as  regards  restau- 
rants, have  large  and  well-arranged  cafeterias  to  accommodate  the 
many  clerks  during  the  limited  period  allowed  for  luncheon.  Oc- 
cupying the  third  floor  of  an  entire  wing  in  each  building,  the  cafe- 
terias are  of  such  size  as  to  provide  service  for  1,300  patrons  at  one 
time  without  confusion  or  apparent  haste.  The  most  modern  me- 
chanical cooking  devices  are  in  use  in  the  kitchens,  which  were  planned 
from  data  gained  through  an  investigation  of  the  largest  cafeterias 
in  the  country  connected  with  industrial  institutions. 

The  toilet  facilities  are  carefully  placed  and  equipped  with  a  sub- 
stantial standard  grade  of  fixtures.  These  rooms  are  exceptionally 
well  lighted  and  ventilated  and  are  generous  in  size.  The  women's 
toilets  have  rest  rooms  adjacent,  a  necessary  adjunct  in  a  building  of 
this  character. 

Numerous  ice-water  fountains  are  conveniently  placed  in  the  cor- 
ridors. Protection  from  fire  is  furnished  by  the  installation  of  a 
modern  fire-alarm  system  and  hose  equipment. 

Two  elevators,  electrically  controlled  and  operated,  are  located  in 
each  building  for  the  purpose  of  handling  freight.  No  passenger 
elevators  are  provided,  the  height  of  the  building  not  warranting 
their  use. 

A  low-pressure  vacuum-return  steam  system  is  used  for  heating 
the  buildings,  the  live  steam  being  furnished  by  a  local  power  com- 
pany. This  steam  is  transmitted  from  the  point  of  supply,  a  mile 
distant,  to  the  buildings  by  means  of  underground  steel  piping,  each 
length  of  pipe  being  welded  to  the  next  and  expansion  joints  being 
inserted  at  regular  intervals. 

The  telephone  system  of  the  Navy  Building  is  controlled  from  a 
large  exchange  located  in  the  center  wing  of  the  first  floor,  and  pro- 
vides a  complete  intercommunicating  system  in  addition  to  the  usual 
outside  service. 

This  building  also  has  its  own  post  office,  equipped  and  maintained 
as  a  branch  of  the  city  post  office.  It  is  complete  in  every  detail  and 
so  arranged  as  to  handle  expeditiously  the  enormous  amount  of  mail 
passing  through  the  department  each  day. 


490  WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS, 

Proper  protection  of  floors  of  the  two  buildings  was  a  problem 
which  occasioned  careful  thought  as  the  project  developed.  Disin- 
tegration of  concrete  Avearing  surfaces,  no  matter  how  finished,  was 
considered  an  inevitable  final  outcome  of  intensive  o:'cupancy,  wdth 
the  consequent  probability  of  irritating  dust  in  the  air  of  the  rooms. 
Other  familiar  characteristics  of  concrete  floors  suggested  that  any 
covering  used  should  be  resilient  and  chill  resistive,  especially  in  con- 
sideration of  the  large  proportion  of  women  among  tlie  prospective 
occupants. 

Linoleum  Avas  the  material  seemingly  best  adapted  to  conditions, 
and  with  the  full  approval  of  Congress  the  major  area  of  the  two 
buildings  was  thus  provided.  The  fabric  chosen  was  a  linoleum  three- 
sixteenths  inch  thick,  of  a  good  commercial  grade  and  a  solid  brown 
color.  It  was  not  laid  until  some  months  after  the  completion  of  the 
buildings,  a  period  being  allowed  for  .the  curing  of  the  concrete. 

The  contract  for  supplying  and  placing  this  linoleum  was  no  small 
undertaking,  involving  as  it  did  an  outlay  of  some  $325,000.  A 
force  of  75  men  worked  for  five  months,  from  January  to  Ma}^  1919, 
laying  the  fabric.  Even  then,  only  29  acres  out  of  41  were  covered, 
corridors  and  certain  special  areas  being  left  bare.  The  choice  of 
linoleum  in  lieu  of  other  floor  treatment  is  considered  to  have  justi- 
fied itself  in  every  respect,  having  contributed  largely  to  health, 
comfort,  and  efficiency. 

To  accommodate  the  large  number  of  automobiles  previously 
parked  in  the  neighboring  streets,  a  macadamized  space  for  the  pur- 
pose is  provided  at  the  rear  of  the  building.  This  space  is  large 
enough  to  accommodate  500  machines,  and  is  inconspicuousl}'  inclosed 
by  tall  wire  fencing.  Gateways  at  various  points,  attended  by 
guards,  control  the  passage  of  the  machines. 

THE  LABOR  FACTOR. 

The  maximum  construction  force  on  the  buildings,  including  both 
skilled  and  unskilled  labor  in  the  employ  of  the  general  contractor 
and  all  subcontractors,  was  approximately  3,400  men.  of  whom  ap- 
proximately 1,600  were  carried  as  common  labor.  This  maximum 
was  maintained  through  June  and  July,  1918.  Workmen  of  all  the 
building  trades  were  employed  in  numbers  unequaled  by  any  pre- 
vious job  of  the  kind  in  the  District  of  Columbia.  Speed  was  a 
primary  consideration  in  the  work,  and  its  wide  distribution  made 
possible  the  effective  employment  of  many  large  independent  gangs. 

The  contractor  brought  to  bear  every  worthy  incentive  on  his  work- 
men of  all  ranks  to  maintain  a  high  standard  of  output.  To  this 
(Mid  iiis|)ii'ati()nal  nnrl  '•  Avolfiir(>  "*  activities  of  a  variety  ada|)ted  to 


WAR    ACTIVITIES    OF    BUBEAI'    OF    YARDS   AND   DOCKS. 


491 


conditions  were  carried  on  throughout  the  life  of  the  job.  Graphic 
charts  were  exhibited  showing  the  weekly  progress  of  construction. 
Records  of  conspicuous  gangs  were  posted  and  higher  records  en- 
couraged. Frequent  opportunities  were  afforded  for  the  entire  per- 
sonnel to  assemble  in  rallies  and  mass  meetings  at  midday  or. in  the 
evening.  A  patriotic  spirit  was  fostered  at  such  gatherings  by  means 
of  addresses  by  persons  of  prominence,  singing  of  popular  airs,  band 
music,  and  the  like.  Evening  entertainments  such  as  boxing  bouts, 
pie-eating  matches,  and  dancing  competitions  proved  helpful  in  main- 
taining a  degree  of  morale.  An  illustrated  paper  abounding  in  car- 
toons, portraits  of  noteworthy  gangs  and  individuals,  personal  ref- 


CURVES     SHOWING   TOTAL  LABOR    HIRED    BY  AND  AVERASE    COMMON  LABOR 
WORKING   FOR  TURNER    CONSTRUCTION   CO.  ON  TEMPORARY  OFFICE     BUILDIN65 
FOR   NAVY   AND    WAR     DEPARTMENTS       AT    17-TH    AND    B    STREETS   NORTH  WEST 
BUREAU    OF  YARDS   AND  DOCKS 


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MARCH 


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APRIL  MAY  JUNE  JULY  AUSC/SI 


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erences,  and  items  of  project  news  was  issued  weekly.  An  illustrator 
of  proved  ability  was  engaged  to  reside  on  the  job  and  produce 
posters  and  other  pictorial  work  for  the  stimulation  of  enthusiasm. 
A  "  job  flag,"  displaying  an  eagle  poised  on  a  broom,  was  designed 
by  him  and  flown  during  working  shifts.  The  sale  of  war  savings 
stamps  was  pushed  with  considerable  publicity. 

But  economic  conditions  at  the  time  were  such  as  to  offset  a  great 
volume  of  inspirational  and  welfare  work.  Common  labor  caused 
the  greatest  concern,  beginning  about  the  middle  of  May  to  develop 
a  pronounced  migratory  tendency,  which  was  simply  a  reflection  of 
the  Avorkers"  unrest  affecting  the  entire  country.     Rates  of  pay  for 


492  WAR  ACTIVITIES    OF   BUREAU   OE   YARDS   AKD   DOCKS. 

unskilled  labor  on  this  job  started  at  30  cents  an  hour  and  increased 
rapidly  to  44  cents  in  order  to  compete  with  the  Xew  York  market. 
Railroad  fare  and  expenses  were  paid  for  incoming  workmen  and 
return  fare  for  the  minority  who  continued  at  their  tasks  until 
completed. 

Little  difficulty  was  experienced  in  securing  common  labor  up  to 
the  time  the  gang  reached  1,000,  and  during  the  first  ten  weeks  of 
the  project,  up  to  May  15,  it  was  necessary  to  employ  only  12  per 
cent  more  hands  than  were  actually  at  work.  On  that  date,  owing  to 
the  increasing  unrest,  the  ratio  of  men  hired  to  men  employed  took 
a  sudden  jump,  which  is  w^ell  illustrated  in  the  accompanying  dia- 
gram. During  the  life  of  the  job  7,500  common  laborers  (principally 
Negro)  were  hired  by  the  general  contractor  to  recruit  his  labor 
gang,  which  never  included  more  than  1,500  or  1,600  men  at  any  one 
time.  Keeping  up  the  average  force  at  this  number  for  a  period  of 
seven  weeks  necessitated  the  hiring  of  2,800  men,  after  3,400  had 
already  been  sifted  to  establish  the  initial  gang  of  1,500. 

As  the  work  progressed,  it  was  soon  found  necessar}^  to  build  bar- 
racks and  provide  a  commissary  to  take  care  of  the  men  as  they  came 
in.  Accommodations  for  nearly  1,200  men  were  provided,  the  bar- 
racks serving  not  so  much  as  a  permanent  abode  as  for  a  transfer 
station  pending  the  location  of  the  laborers  in  other  lodgings.  These 
quarters  were  crowded  to  capacity,  during  the  height  of  construction, 
Avith  the  transients  and  such  others  as  chose  to  keep  up  a  longer 
occupancy. 

Needless  to  remark,  the  immense  labor  turnover  in  the  face  of  ex- 
pensive efforts  to  forestall  it  was  a  source  of  great  anxiety.  Every 
measure  was  adopted  to  prevent  its  interference  with  the  scheduled 
rate  of  building.  Such  measures,  while  in  general  effective,  were 
necessarily  a  factor  in  the  great  increase  of  costs  above  estimates. 

COxMPLETION;  COST. 

The  dates  on  which  important  phases  of  the  project  were  begun 
and  completed  are  given  in  the  following  list : 

Contract  signed  and  work  conum'nced  on  site Feb.  25,  1918. 

Appropriation  granted Mar.  28,  1918. 

Pile  fonndation  decided  on Mar.  9,  1918. 

First   pile   driven Mar.  25,  1918. 

Last  pile  driven May  28,  1918. 

Concreting  started    (footings) Apr.  5,  3918. 

Concreting  finished July  27,  1918. 

Moving  in  begun   (Navy  Department) Aug.  17,  1918. 

Moving  in  begun   (Munitions  Building) Aug.  31,  1918. 

Bureau  of  Yards  and  Docks  moved  in October  1,  2,  and  3. 1918. 

Occupation  complete Early  October,  1918. 


WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AND  DOCKS.  493 

It  is  thus  seen  that  only  5|  months  elapsed  between  the  signing  of 
the  contract  and  the  securing  of  beneficial  occupancy  of  this  record- 
breaking  twin  structure.  Approximately  14,000  employees  were 
transacting  business  within  its  walls  at  the  date  of  the  armistice. 

Its  cost  has  been  defrayed  from  the  appropriation  of  $5,775,000, 
made  available  on  March  28,  1918,  and  from  a  later  one  of  $1,490,000 
made  to  cover  deficiencies  incurred.  The  said  deficiency  is  attribu- 
table in  large  part  to  the  unexpected  labor  turnover,  the  enforced 
use  of  pile  foundations,  and  the  employment  of  linoleum  as  a  floor 
covering.  The  cost  of  the  entire  project,  reckoned  on  a  volume  basis, 
amounts  to  approximate!}^  29  cents  per  cubic  foot. 

The  contract  was  let  on  the  basis  of  cost  plus  a  fixed  fee,  which  en- 
abled the  contractor  to  prosecute  his  work  almost  as  speedily  as  the 
necessities  of  Avar  bureaus  demanded. 

MISCELLANEOUS  DATA. 

Navy  Building  has  nine  wings  and  headhouse. 
Army  Building  has  eight  wings  and  headhouse. 
Wings  and  headhouses  are  60  feet  wide. 
Wings  are  500  feet  long  from  back  to  headhouse. 
Length  of  Navy  Building,  over  all,  862  feet. 
Length  of  Army  Building,  over  all,  782  feet. 
Depth  of  both  buildings,  over  all,  561  feet. 
Total  floor  area  inside  of  walls : 

Square  feet. 

Navy  Building 940,  000 

Army   Building 840,  000 

Total 1,  780,  000 

Equals  41  acres. 

Area  occupied  by  halls,  toilets,  stairways,  etc.,  is  22  per  cent,  or 
390,000  square  feet,  leaving  net  office  area  of  1.390,000  square  feet. 
Total  cubic  contents  of  both  buildings  is  25,000,000  cubic  feet.  The 
prism  inclosing  the  buildings  is  1,744  feet  long  by  561  feet  wide, 
with  a  height  of  40  feet. 

The  wings  and  headhouse  placed  end  to  end  would  make  a  3-story 
building  60  feet  wide  and  1.9  miles  long.  The  Navy  and  War 
Buildings  together  are  three  times  as  large  in  volume  as  the  House 
Office  Building.  As  for  the  State,  War,  and  Navy  Building,  it  would 
take  six  such  structures  to  provide  equal  office  space.  To  walk 
through  these  buildings  and  make  an  inspection  of  the  radiators, 
a  man  would  have  to  travel  25  miles;  to  make  a  circuit  of  the  cor- 
ridors only  would  require  a  tramp  of  12  miles. 

The  Navy  and  War  Buildings  are  constructed  of  enduring  ma- 
terials, and  are  on  foundations  of  the  most  permanent  character, 

37022—21 32 


494  WAR  ACTIVITIES   OF   BUREAU    OF   YARDS   AND  DOCKS. 

and.  in  respect  to  their  arrangements  for  light  and  air  for  office 
purposes,  are  equal  to  if  not  better  than  any  of  the  permanent  build- 
ings in  Washington. 

A  bill  of  materials  for  the  project,  if  drawn  up  in  a  single  docu- 
ment. ^Yould  have  included  the  following  items: 

Steel  reinforcing  bars,  4,500  tons. 

Eight  and  one-half  acres  of  steel  sash. 

Twenty  thousand  separate  window  shades. 

Roofing  felt,  3,000.000  square  feet. 

Xails,  8  carloads:  lumber.  314  carloads — 7.500.000  feet;  glass, 
18  carloads :  putty  for  same,  3  carloads. 

Radiators,  3,200;  heating  piping.  27 A  miles;   plumbing  fix- 
tures, 2,800. 

Trenches,  14  miles. 

Lighting  fixtures,  15,000. 

Outlet  boxes  and  fittings,  50,000. 

Push  buttons,  5,000. 
The  project  was  executed  under  the  general  direction  of  Com- 
mander A.  L.  Parsons  (C.  E.  C),  U.  S.  N..  at  that  time  assistant 
chief  of  the  bureau.  Construction  proceeded  under  the  resident 
supervision  of  Lieut.  Commander  O.  A.  Mechlin  (C.  E.  C),  U.  S. 
X.  R.  F.,  acting  as  public  works  officer.  The  architectural  features  of 
the  design  were  developed  by  a  committee  of  the  bureau  consisting  of 
Lieut.  Commander  F.  W.  Southworth  (C.  E.  C).  U.  S.  N.  R.  F.,  and 
Messrs.  II.  J.  Briggs.  George  P.  Hales,  and  Charles  H.  Stratton. 

The  general   contractors   were  the  Turner  Construction  Co.,  of 
XeAv  York. 


chapt:er  XXIV. 

HOUSING  FOR  THE  NAVY  BY  THE  BUREAU  OF  INDUS- 
TRIAL HOUSING  AND  TRANSPORTATION,  DEPARTMENT 
OF  LABOR. 


The  shortage  of  housing  which  the  L'nited  States  Housing  Cor- 
j^oration  was  created  to  meet  as  a  war-time  emergency  Avas  not  a 
new  thing  arising  wholly  by  reason  of  the  war.  The  war  simph* 
aggravated  a  chronic,  widespread,  steadily  growing  trouble  of  peace 
times,  which  still  persists.  Emergency  conditions  ai'ising  out  of  the 
war  merely  discovered  the  situation  in  a  new  light  by  emphasizing 
the  vital  relation  between  housing  and  the  employment  of  working- 
men.  Increased  pay.  together  with  patriotic  sentiments,  brought 
many  highly  skilled  workers  to  the  jobs,  but  neither  of  these  motives 
could  compensate  for  intolerable  living  conditions:  and  the  labor 
turnover,  due  in  large  measure  to  insufficient  and  unsatisfactory 
housing,  was  so  huge  as  to  result  in  some  cases  in  actual  decreases 
in  output  in  spite  of  higher  wages. 

It  became  clearh^  apparent  in  the  summer  of  1917  that  the  housing 
shortage  had  become  something  with  which  the  Government  must 
concern  itself,  and  which  must  be  handled  as  a  war  emergency,  since 
it  was  a  great  and  increasing  menace  to  the  speed  and  continuity 
of  production  of  numitions  of  war.  On  May  IG.  1918.  after  various 
investigations  and  reports  by  a  subcommittee  on  labor  of  the  Council 
of  National  Defense  and  by  various  other  agencies.  Congress  author- 
ized the  President  to  expend  $00,000,000  (which  was  raised  to 
$100,000,000  on  July  8,  1918)  "  for  the  purpose  of  providing  housing, 
local  transportation,  and  other  general  community  utilities  for  such 
industrial  workers  as  are  engaged  in  arsenals  and  navy  yards  of 
the  Ignited  States  and  industries  connected  with  and  essential  to 
the  national  defense,  and  their  families,  *  *  *  only  during  the 
continuation  of  the  existing  war."'  The  President  delegated  this 
authority  to  the  Secretary  of  Labor.  By  Executive  order,  confirmed 
in  the  act  of  June  4,  1918.  the  Bureau  of  Industrial  Housing  and 
Transportation  was  created  in  the  Department  of  Labor.  On  July 
25.  1918,  the  United  States  Housing  Corporation,  created  as  an 
executive  agent   of   the   Housing  Bureau,  was  first   authorized   to 

•195 


496  "^VAR   ACTIVITIES    OF    BUREAU    OF    YARDS   AND    DOCKS. 

expend  these  funds  for  actual  acquirement  of  land  and  for  construc- 
tion. 

After  that  date  all  additional  housing  required  for  civilian  em- 
ploj^ees  of  Navy  shore  establishments  and  of  private  plants  perform- 
ing Navy  work,  was  provided  by  the  United  States  Housing  Cor- 
poration out  of  these  funds  appropriated  by  Congress.  Prior  to 
July  25.  1918,  some  little  emergency  housing  had  been  built  by  the 
Navy  out  of  emergency  funds  at  its  own  disposal.  IJear  Admiral 
H.  H.  Rousseau.  U.  S.  N..  of  the  Civil  Engineer  Corps,  acted  as 
the  representative  of  the  Navy  Department  on  housing  matters  with 
the  United  States  Housing  Corporation.  Avith  the  title  of  associate 
director.  Mr.  Philip  Hiss,  a  well-known  architect  of  New  York  City, 
was  employed  by  the  bureau  as  special  assistant  in  connection  with 
this  work,  and  he  also  rendered  valual)le  service  as  consultant  on 
architectural  projects  originating  within  the  bureau. 

Additional  quarters  from  which  the  Navy  has  benefited  were 
provided  by  the  United  States  Housing  Corporation  at  Bath, 
Me.,  Bridgeport,  Conn.,  Bremerton,  Wash.,  Charleston,  W.  Va., 
East  Moline,  111.,  Erie,  Pa.,  Indianhead,  Md.,  New  London  and 
Groton,  Conn..  Newport,  R.  L,  Norfolk  and  Portsmouth,  Va.,  Phila- 
delphia, Pa.,  Portsmouth,  N.  H.,  Quincy,  Mass.,  Vallejo,  Calif.,  and 
Washington,  D.  C.  Additional  projects  under  contemplation  were 
abandoned  upon  the  signing  of  the  armistice,  November  11,  1918. 

In  addition  to  improving  the  housing  situation,  the  United  States 
Housing  Corporation  was  responsible  for  the  improvement  of  pas- 
senger transportation  facilities,  from  which  the  Navy  work  bene- 
fited, at  Bethlehem,  Pa.,  Bridgeport,  Conn.,  Norfolk,  Portsmouth, 
and  Newport  News,  Va.,  and  Philadelphia,  Pa. 

The  following  projects  are  typical  illustrations  of  the  work  done 
by  the  United  States  Housing  Corporation  in  the  construction  of 
housing  for  the  Navy  Department.  For  a  more  comprehensive 
account  of  the  various  ]:)rojects  attention  is  invited  to  the  United 
States  Housing  Corporation's  Report  on  War  Emergency  Construc- 
tion (G.  P.  O.,  1919),  in  Avhich  all  information  concerning  these 
developments  is  fully  set  forth. 

BRIDGEPORT. 

The  largest  project  constructed  l)y  the  Ignited  States  Housing 
Corporation  for  the  Na\  y  Dei:)artment  was  that  at  Bridgeport,  Conn., 
where  contracts  for  war  munitions  for  the  Array  and  Navy  amounted 
to  ai)proximately  $60,000,000.  The  housing  shortage  here  was  one 
of  the  first  to  come  to  general  notice,  being  specially  noted  in  the 
report  of  the  committee  on  labor  of  the  Council  of  National  De- 
fense, in  1917,  long  before  there  was  any  housing  organization!    Here 


WAR   ACTTVITIES   OF   BUEEAU   OF   YARDS   AND   DOCKS.  497 

were  found  in  aggravated  form  the  objectionable  conditions  of  over- 
crowding, high  rents,  and  insanitary  living,  with  the  resulting  waste 
and  delay  due  to  labor  turnover.  Some  15,000  workers wereemployed 
in  the  following  local  industrial  plants  on  Navy  contracts :  Lake  Tor- 
pedo Boat  Co., building  submarines;  Eemington  Arms  Co.,  ordnance; 
Crane  Co.,  pipe  fittings,  etc. ;  and  the  American  &  British  Manufac- 
turing Co.,  ordnance.  For  the  benefit  of  these  employees  the  Housing 
Corporation  constructed  for  the  Navy  housing  in  the  amount  of 
approximately  $G,000,000,  accommodating  a  total  of  889  families. 
This  housing  consisted  of  5  detached  houses,  52  semidetached,  row 
houses  for  242  families,  73  detached  2-flat,  3  semidetached  2-flat,  row 
2-flat  houses  for  5G  families,  and  apartments  for  324  families.  These 
houses  ranged  in  size  from  three  to  six  rooms  Avith  bath.  There 
were  five  sites  in  various  parts  of  the  city. 

The  site  near  the  plant  of  the  Crane  Co.,  known  as  the  Crane  tract, 
is  also  near  many  other  plants  in  the  Avest-central  manufacturing 
district  of  Bridgeport.  This  site  is  particularly  interesting  from  an 
architectural  and  artistic  viewpoint  on  account  of  the  fact  that 
though  the  ground  was  almost  level,  with  few  trees,  a  surprisingly 
diversified  and  attractive  general  appearance  has  been  obtained. 
This  result  was  accomplished  by  the  employment  of  an  extremely 
irregular,  picturesc{ue,  and  accidental-seeming  plan  instead  of  the 
usual  gridiron  or  the  stilted  curvilinear  system  of  laj^out.  The  de- 
signers prepared  block  models  of  the  building  masses  and  studied 
their  relations  to  each  other  from  every  point  of  view  in  three 
dimensions,  a  precaution  of  great  value  in  getting  such  results  as 
were  here  secured.  These  houses  have  an  air  of  domesticity,  a  look 
of  comfort,  due  to  several  causes.  In  the  first  place  they  are  com- 
paratively low — they  seem  to  cling  to  the  ground  and  to  each  other 
in  neighborliness ;  they  have  a  look  of  solidity,  for  their  materials 
are  of  a  permanent  nature,  being  brick  with  slate  roofs.  They  are 
]>leasant  to  the  eye,  being  of  a  soft  red  tone,  and  they  appeal  to 
good  taste  because  of  tlieir  simple  long  lines,  and  the  delicate  mold- 
ings of  doorways  and  cornices  and  their  general  proportions.  There 
is  a  distinct  similarity  in  the  houses,  yet  nowhere  is  the  view  of  any 
row  monotonous.  The  plan  of  the  interiors  is  comfortable,  con- 
sisting of  four  rooms  and  bath,  and  diversified  in  layout  so  as  to 
suit  the  convenience  of  almost  any  small  family.  This  projco,  ic- 
commodates  257  families.  It  was  ready  for  occupancy  May  27,  1919, 
and  completed  September  1,  1919. 

All  of  the  houses  built  by  the  United  States  Housing  Corporation 
in  Bridgeport  are  of  brick,  wdiich  fact  makes  them  especially  worthy 
of  future  study  with  a  view  to  determining  their  true  value  as  a 
marketable  real  estate  development. 


498  '^VAR    ArTIVITIES    OF    BUREAU    OF    YARDS    AND    IKX^KS. 

HAMPTON  ROADS. 

The  great  advantage  of  Hampton  lioads  as  a  harbor  and  shipping 
point  led  to  an  enormous  deveh>pment  of  these  facilities  by  the  Gov- 
ernment along  various  lines.  The  largest  undertakings  in  this  re- 
gion were  the  additions  to  the  [)lant  and  to  the  work  of  the  United 
States  navy  yard  at  Norfolk,  the  naval  operating  base,  and  the 
ammunition  depot  at  St.  Julien's  Creek,  all  for  the  Navy,  and  some 
large  developments  for  the  Army. 

While  the  Navy  had  large  contracts  with  the  Newport  News  Ship- 
building &  Dry  Dock  Co.,  which  is  located  in  this  general  region, 
it  happened  that  this  company  was  also  performing  a  great  amount 
of  work  for  the  United  States  Shipping  Board  Emergency  Fleet 
Corporation,  which  latter  corporation  had  its  own  special  appropria- 
tion from  Congress  to  relieve  unsatisfactory  housing  conditions  in 
the  vicinity  of  private  shipbuilding  and  other  plants  performing 
work  for  the  Emergency  Fleet  Corporation.  The  existence  of  an 
arrangement  between  the  Navy  Department  and  the  Emergency 
Fleet  Corporation,  whereby  the  latter  undertook  to  provide  addi- 
tional housing  in  the  neighborhood  of  Newport  News,  made  it  unnec- 
essary for  the  Navy  Department  to  re(j[uest  any  assistance  in  this 
locality  from  the  United  States  Housing  Corporation. 

BetAveen  May  1,  1917,  and  January  1,  1918,  20,000  people  came  into 
the  Hampton  Roads  district — about  7,000  white  and  3,000  colored 
Avorkers,  Avith  equal  numbers  of  dependents.  By  January,  1918,  the 
housing  shortage  became  very  serious.  At  this  time  the  various 
industries  employed  over  18,000,  and  the  work  in  prospect  called  for 
at  least  40,000.  It  Avas  estimated  that  housing  Avas  needed  for  20,400 
men,  and  the  estimated  cost  Avas  $10,000,000.  As  the  total  operati(ms 
of  the  Army  and  those  of  the  Navy  Avere  of  about  the  same  size  in 
this  district,  it  Avas  suggested  that  each  pay  one-half  of  this  amount 
from  its  available  funds.  Ultimately,  hoAvever,  the  Housing  Cor- 
poration assumed  responsibility  for  this  project,  out  of  the  funds 
authorized  for  its  use  by  Congress. 

There  Avere  three  sites  chosen — GleuAvood,  near  the  site  of  the 
JamestoAvn  Ex[)osition.  serving  the  Navy  operating  base  and  the 
Army  operating  base;  Trnxtun.  for  colored  Avorkers,  just  outside  of 
Portsmoiitli.  serving  tlie  navy  yard:  and  Cradock.  for  Avhite  Avorkers, 
south  of  Poi'tsmoutli,  on  Paradise  Creek,  also  serving  the  navy  yard. 
The  OlenAA'ood  project  Avas  discontinued  after  the  signing  of  the 
armistice. 

At  Xruxtun  the  Housing  Corporation  built  19S  detached  houses 
and  26  semidetached  houses,  all  of  the  same  five-room  type,  Avith 
four  different  elcAations,  and  some  modification  of  porches  to  vary 
the   design.     There   Avere  also  built   four  ai)aT-tni(Mit  liouses.     Alto- 


WAR   ACTIVinES    OF    BUREAU    OF    YARDS   AND    DOCKS.  499 

gether  provision  was  made  for  the  accommodation  of  254  families, 
with  an  expenditure  of  approximately  $900,000.  This  project  is 
well  adapted  for  housing  the  colored  families  of  the  district. 

The  Cradock  project  was  designed  before  the  stringent  rules  of 
the  War  Industries  Board  went  into  effect  and  before  the  standard 
plans  had  been  formulated,  so  that  there  was  opportunity  to  make 
possible  an  unusually  satisfactory  architectural  result.  There  were 
some  50  designs  used,  made  up  of  about  40  different  plans,  of  houses 
with  five  to  seven  rooms  and  bath.  There  were  built  417  detached 
houses,  72  semidetached,  94  row  one-family,  and  9  apartments— hous- 
ing for  771  families— and  also  12  stores.  This  project  was  ready  for 
occupancy  on  January  9.  1919,  and  was  completed  on  August  15, 
1919.  The  total  approximate  expenditures  of  the  Housing  Corpora- 
tion on  the  enterprise  were  $5,345,739.28. 

This  development  is  situated  on  Paradise  Creek,  on  low  flat  land, 
the  average  surface  being  only  about  10  to  12  feet  above  mean  low 
tide.  The  tidal  variations  of  the  water  in  Paradise  Creek  introduced 
a  serious  problem  because,  though  the  creek  is  very  attractive  at  high 
tide,  it  is  largely  a  mud  flat  at  low  tide.  Only  such  filling  has  been 
done  as  would  prevent  the  standing  of  any  fresh  water  to  breed 
mosquitoes.  To  provide  access  to  the  navy  yard,  the  Housing  Cor- 
poration built  one  bridge  to  connect  Gillis  Road  with  Gilmerton 
Boulevard,  as  extended.  Also  it  was  necessary  to  construct  and 
properly  pave  the  extension  of  Gilmerton  Boulevard  from  the  creek 
to  the  nav}^  yard,  both  for  the  future  traffic  to  and  from  Cradock 
and  for  the  convenience  of  the  Housing  Corporation  in  the  construc- 
tion of  the  town;  for  the  existing  roads,  poor  enough  at  best,  were 
turned  into  a  slough  in  wet  weather  by  heavy  traffic. 

The  particular  form  of  the  street  layout  came  about  from  the 
adaptation  of  plans  to  the  topography  and  the  determined  sizes  of 
lots  and  blocks.  All  the  street  names  are  those  of  men  of  note  in  the 
United  States  Navy.  The  names  of  places  are  arranged  alphabeti- 
cally in  a  circumference,  beginning  at  Prospect  Field  and  running 
contraclockwise ;  and  the  names  of  streets  are  arranged  alphabetically 
from  northwest  to  southeast.  Most  of  the  houses  face  northwest  arid 
southeast. 

In  addition  to  the  stores  the  Housing  Corporation  arranged  for  a 
temporary  schoolhouse  and  also  for  a  hospital,  the  latter  to  serve 
not  only  Cradock  itself  but  also  accident  cases  from  the  navy  yard. 
Sites  for  churches  were  provided,  to  be  turned  over  to  responsible 
church  societies  at  a  low  or  nominal  charge. 

The  Avater  supply  was  obtained  from  the  existing  water  system  in 
Portsmouth.  This  necessitated  carrying  a  16-inch  water  line  from 
the   Goodwin   Street  pumping  station  to  the   Belt   Line   Railroad 


500  ^VAR   ACTIVITIES   OF   BUREAU    OF    YARDS   AND   DOCKS. 

and  a  12-inch  main  from  tliis  point  to  the  hoiisinfr  development,  the 
total  len^rth  of  16-inch  and  12-inch  pipe  aggregating  slightly  more 
than  2  miles  and  costing  approximately  $85,000.  The  distribution 
system  within  the  development  was  made  up  of  12,  8.  6,  and  4  inch 
mains,  with  sufficient  hydrants  to  provide  necessary  fire  protection. 
All  services  were  metered. 

A  complete  sewerage  system  was  installed,  including  sanitary  and 
storm-water  sewers,  and  a  sewage  pumping  station.  The  outfall 
sewer  was  arranged  to  discharge  into  deep  water  in  the  southern 
branch  of  the  Elizabeth  River. 

An  electric  lighting  system  for  streets  and  residences  was  installed, 
electricity  being  furnished  by  the  Virginia  Light  &  Power  Co.  at 
rates  identical  with  those  in  force  in  the  city  of  Portsmouth.  This 
lighting  system,  by  contract  between  the  Housing  Corporation  and 
the  Virginia  Light  &  Power  Co.,  the  latter  is  to  acquire  at  an  ap- 
praised value  which  is  to  be  made  one  j^ear  after  the  close  of  the  war. 

The  labor  question  in  constructing  this  development  Avas  a  very 
serious  one.  Scouts  were  sent  over  the  country  as  far  as  Missouri 
and  Texas,  and  a  maximum  labor  force  of  3,000  was  employed.  Ex- 
cellent meals  at  the  commissary,  a  w^elfare  building,  and  other  induce- 
ments Avere  provided:  but  the  labor  secured  was  largely  of  the  float- 
ing type,  and  the  turnover  was  approximately  30  per  cent  per  month. 

The  method  of  erecting  the  buildings  was  to  build  the  project  in 
sections,  by  forming  gangs  of  workmen  to  perform  certain  fixed 
kinds  of  work,  and  through  repetition  rendering  them  more  efficient. 
Portable  sawmills  Avere  erected  on  the  site  to  take  care  of  and  cut 
all  framing  lumber  and  door  and  windoAv  frames.  The  amount  of 
material  required  for  each  house  was  sorted  and  stacked  in  a  pile 
near  where  it  was  to  be  used.  All  the  framing  for  the  houses  was 
cut  at  the  mill,  so  that  all  that  had  to  be  done  Avas  to  assemble  it  in 
the  field.  The  Avails  of  the  houses  Avere  erected  on  the  ground  and 
then  lifted  up  into  place. 

Owing  to  the  intense  desire  for  speed,  Avhich  seemed  to  permeate 
the  very  atmosphere,  and  the  resultant  tension  under  Avhich  eA^eryone 
Avas  living,  it  was  necessary  to  provide  a  guard  to  protect  the  prop- 
erty and  prevent  quarrels.  The  guard  consisted  of  loO  marines,  and 
access  to  and  egress  from  the  property  was  had  b}'  means  of  a  pass. 
The  guards  made  periodic  inspections  of  the  negro  labor  camps,  and 
after  each  inspection  came  aAvay  Avith  a  small  arsenal  of  arms. 

This  Cradock  development  was  the  largest  single  project  con- 
structed b}^  the  Housing  Corporation,  and  is  one  of  the  most  success- 
ful from  an  architectural  standpoint,  on  account  of  the  ample  size 
and  the  beauty  of  design  of  all  the  numerous  types,  Avhich  cause  them 
to  be  suitable  for  the  highest  type  of  Avorker. 


WAR    ACTIViriES    OF    BUREAU    OF    YARDS   AND   DOCKS.  501 

To  provide  quarters  for  the  laborers  in  the  vicinity  of  Norfolk, 
the  Bureau  of  Yards  and  Docks  built  certain  labor  camps  out  of 
emergency  funds.  A  camp  Avith  a  capacity  of  500  to  TOO  men  was 
built  outside  the  naval  operating  base ;  a  camp  for  colored  laborers, 
capacity  about  300  men,  at  the  navy  yard;  and  another  camp  out- 
side the  navy  yard  for  white  laborers,  capacity  about  1,000  men. 
This  last  camp  was  next  to  a  camp  constructed  by  the  Housing  Cor- 
poration, having  a  capacity  of  2,000  men. 

PHILADELPHIA. 

At  the  navy  yard,  Philadelphia,  Pa.,  there  was  tremendous  ac- 
tivity and  an  influx  of  new  workers.  At  the  east  end  of  the  yard 
was  the  new  naval  aircraft  factory  employing  1,400  men.  At  the 
west  end,  new  drj'  clocks,  piers,  and  shipways  for  the  construction 
and  repair  of  the  largest  ships  were  under  way,  one  ship  to  cost 
$19,000,000  being  under  construction.  By  the  spring  of  1918,  15,000 
workers  were  expected,  and  there  was  an  entire  lack  of  houses  for 
men  with  families  within  one  hour  and  a  half  of  the  navy  yard  by 
trolley.  The  percentage  of  labor  turnover  at  the  navy  yard  was 
large  and  was  complicated  by  the  fact  that  the  Hog  Island,  Cramps, 
and  other  shipyards  near-by  offered  man}^  inducements. 

For  the  benefit  of  the  navy  yard  employees,  the  Housing  Corpora- 
tion made  plans  for  two  sites.  One  of  36.5  acres  lay  along  Oregon 
Avenue,  and  was  1^  miles  north  of  the  yard,  all  the  land  between 
being  ver}^  low  and  requiring  heavy  filling.  The  other  site  com- 
prised an  area  of  94  acres  on  Penrose  Avenue,  which  project  was 
discontinued  upon  the  signing  of  the  armistice. 

At  the  Oregon  Avenue  site  the  Housing  Corporation  constructed 
650  brick  row  houses  at  an  expenditure  of  $3,693,636.29.  These 
houses  are  grouped  on  blocks  larger  than  the  typical  Philadelphia 
block,  and  the  series  of  row  houses  in  each  block  was  made  to  group 
around  a  central  open  space,  this  space  in  each  group  serving  and 
being  developed  as  a  neighborhood  playground. 

QUINCY. 

At  Quincy,  a  city  of  about  50,000  people,  7  miles  southeast  of  Bos- 
ton, are  located  the  great  Fore  River  shipyards  of  the  Bethlehem 
Shipbuilding  Corporation.  Before  the  war  the  shipyards  employed 
about  4.000  men.  Navy  Department  and  Shipping  Board  contracts 
increased  this  number  nearly  fourfold,  producing  a  most  serious 
housing  shortage  and  entailing  an  enormous  labor  turnover.  Over- 
crowding and  the  resulting  bad  sanitary  conditions  were  most  com- 
mon,    A  portion  of  the  work  of  the  shipyard  continued  night  and 


502  WAR   ACTIVITIES    OF    BUREAU    OF    YARDS    AND    DOCKS, 

day,  beino:  conducted  on  a  three-shift  basis,  and  in  some   of  the 
boarding  houses  beds  were  used  on  a  three-shift  basis  also. 

TheHousino:  Corporation,  after  a  careful  study  of  the  situation,  de- 
cided that  the  housing  provided  must  be  within  walking  distance  of 
the  yards  on  account  of  the  congestion  of  street-car  traffic  and  vari- 
ous transportation  difficulties.  Accordingly  four  sites  were  chosen, 
none  being  more  than  one-half  mile  from  the  yards.  Housing  was  con- 
structed for  424  families  in  the  form  of  90  detached  houses,  109  de- 
tached two-fiat,  57  semidetached,  and  10  old  houses  repaired.  At 
Cleverly  Court  there  Avere  built  21  dormitories  for  single  men.  accom- 
modating 4G  men  each,  a  total  of  96G  men.  The  expenditure  for  this 
housing  was  approximately  $3,272,698.73.  Some  of  the  houses  were 
built  of  brick,  others  of  shingle  or  clapboard;  roofs  were  of  slate  or 
asphalt  shingles,  generally  green.  The  houses  are  of  colonial  type, 
as  is  fitting,  considering  the  surrounding  distric^. 

VALLEJO. 

The  jNIare  Island  navy  yard  force  was  greatly  augmented  by 
reason  of  the  war,  and  employees  could  find  accommodation  neither 
on  Mare  Island  nor  in  the  adjacent  town  of  Vallejo.  The  nearest 
available  site  for  civilian  housing,  not  held  at  lot  prices,  was  on  the 
rather*  steeply  sloping  hillsides  north  of  Yallejo.  facing  southwest 
across  Mare  Island  Strait,  near  the  end  of  the  causeway  connecting 
Vallejo  with  the  navy  yard.  Two  tracts  were  secured  by  the  Hous- 
ing Corporation,  one  of  about  7  acres  for  dormitories  and  the  other 
of  about  110  acres  for  houses.  Of  the  110  acres  only  about  half  were 
developed,  though  all  were  planned.  The  site  for  houses  is  a  steep 
hillside  slope  with  a  beautiful  outlook  toward  the  mountains  of 
Marin  County.  The  present  development  lies  on  the  hillside  fac- 
ing Mare  Island  Strait.  The  whole  site  was  open  pasture  land,  with 
neither  houses  nor  trees. 

Approach  to  the  site  is  by  Wilson  Avenue,  along  the  shore.  An 
imloading  pier  was  built  in  front  of  the  development,  so  that  most 
of  the  materials  might  come  by  water,  making  a  substantial  differ- 
ence in  the  cost  of  the  work. 

Provision  was  made  in  the  plan  for  sites  for  two  schools,  a  com- 
munity hall,  and  small  group  of  stores,  but  none  of  these  have  yet 
been  built.  There  is  also  opportunity  for  other  community  groups, 
including  churches,  moving-picture  halls,  and  stores.  The  main  lines 
of  the  street  system  consist  of  the  approach  street,  Wilson  Avenue, 
along  the  water  front,  and  the  main  arterial  street,  Daniels  Avenue, 
leaving  Wilson  Avenue  at  a  narrow  angle  to  minimize  gradient,  and 
lunning  between  the  two  rounded  hill  summits  to  the  northern 
boundary  of  the  property.     There  are  also  two  other  lines  loading 


WAR    ACTIVITIES    OF    BUREAU    OF    YARDS    AND   DOCKS.  503 

bcack  from  the  shore,  Sims  Avenue,  running  on  easy  curves  over  and 
around  the  hill  where  the  slopes  are  less  steep,  and  a  series  of  streets 
near  the  southern  boundary  of  the  property,  climbing  the  steep  hill 
in  a  series  of  zigzags  to  obtain  possible  gradients,  and  even  then 
being  in  places  as  steep  as  12  per  cent.  The  rest  of  the  streets  run 
for  the  most  part  parallel  to  the  hillsides.  There  were  a  number  of 
•instances  where  advantage  was  taken  of  the  steep  slopes  and  the 
considerable  area  betwen  parallel  streets  to  provide  sites  for  groups 
of  neighborhood  garages,  the  buildings  to  be  cut  into  the  hillside. 
These  have  courts  and  approach  drives  to  the  near-by  streets.  The 
trend  of  most  of  the  residential  streets  is  east  of  south  and  west  of 
north,  and  as  they  are  arranged  in  tiers  along  the  hillsides,  houses 
facing  them  not  only  get  morning  and  afternoon  sun,  but  either  the 
front  or  the  rear  rooms  and  porches  command  an  inspiring  view 
across  the  narrow  strait,  low-lying  Mare  Island,  and  the  upper 
Avaters  of  San  Francisco  Bay  to  the  mountains  of  Marin  County 
and  the  summit  of  Mount  Tamalpais  only  about  20  miles  to  the 
southwest. 

Because  of  the  somewhat  isolated  location  of  the  project,  it  was 
necessary  to  consider  it  as  an  independent  town-site  development,  for 
which  original  provision  for  all  utilities  had  to  be  made.  The  per- 
manency of  the  project  as  an  adjunct  of  the  navy  yard  being  assured, 
the  type  of  construction  adopted  was  of  a  more  durable  character 
than  that  which  might  otherwise  have  been  used.  The  side-hill 
location  of  the  streets  necessitated  heavy  grading,  and  the  street 
paving  demanded  was  of  a  type  that  would  withstand  moderately 
heavy  traffic  on  fairly  steep  gradients,  with  adequate  provision  for 
heavy  surface  storm  drainage. 

The  water  supply  of  the  project  is  the  same  as  that  furnished  the 
navy  yard,  being  pumped  into  the  main  which  crosses  Mare  Island 
Strait  from  pumping  plants  some  miles  distant  near  Cordelia,  as 
well  as  being  fed  from  gravity  reservoirs.  The  main  has  been  tapped 
on  the  Vallejo  side  of  the  strait.  Fire  protection  is  assured  by  the 
construction  of  a  500,000-gallon  storage  reservoir  on  the  highest  point 
of  the  property  at  an  elevation  of  210  feet.  Water  is  delivered  to 
this  storage  reservoir  from  the  supply  mains  by  means  of  a  duplicate 
pumping  plant,  each  pumping  unit  having  a  delivery  capacity  of  600 
gallons  per  minute  under  a  maximum  head  of  250  feet.  These  pumps 
are  controlled  both  by  hand  and  by  an  automatic  electric  control  ap- 
paratus. All  water  entering  the  project  is  metered  after  leaving  the 
supply  main  through  a  Venturi  meter  equipped  with  a  recording  ap- 
paratus. Individual  meters  measure  all  water  from  the  distributing 
mains  to  the  consumers. 


504  WAR  ACTIVITIES   OF   BUREAU   OF   YARDS   AXD   DOCKS. 

The  entire  tract  was  sewered  in  conformity  with  the  most  modern 
practice.  The  dormitory  and  house  sections  of  the  project  each  have 
separate  outfall  seAvers  extending  into  the  tidal  water  of  Mare  Island 
Strait.  The  main  outfall  sewers  were  built  sufficiently  large  to 
provide  for  any  future  extensions  of  the  project  which  might  be 
served  by  them. 

A  complete  system  of  4-inch  and  G-inch  gas  mains  was  installed 
throughout  the  project  for  the  distribution  of  low-pressure  gas  for 
heating  and  lighting.  For  the  most  part  the  water  and  gas  pipes 
were  carried  in  the  same  trenches. 

The  system  of  street  lighting  adopted  was  that  of  single-globe 
electroliers  placed  along  the  curbs  at  intervals  determined  partly  by 
the  curvature  of  the  streets.  The  maximum  spacing  of  standards 
was  250  feet,  with  an  aA^erage  spacing  of  190  feet.  Each  standard 
Avas  equipped  Avith  tAAo  400-Avatt  lamps.  The  Aviring  for  the  street 
lighting  system  Avas  carried  throughout  in  underground  conduits 
laid  in  the  sidewalk  area  betAveen  the  curb  and  the  walk.  All  elec- 
tricitA"  for  house  lighting  and  such  uses  was  carried  by  means  of 
aerial  circuits  upon  pole  lines  placed  at  the  rear  of  lot  lines  betAveen 
the  houses,  Avith  aerial  drops  from  the  poles  to  the  houses.  At  no 
point  is  there  an  overhead  AA'ire  crossing  on  anj^  of  the  streets.  Elec- 
tric current  is  furnished  from  the  central  switchboard  of  the  Mare 
Island  navy  yard  to  the  transformer  station  of  the  project,  Avhich 
is  located  at  the  pumping  station.  Telephone  service  Avas  provided, 
aerial  cables  being  carried  upon  the  poles  at  the  rear  of  the  lots  AA'ith 
aerial  drops  to  the  houses.  All  telephone  Avires  were  carried  across 
the  streets  in  underground  conduits.  At  the  dormitory  site  both 
the  street  and  house  lighting  circuits  AAere  carried  in  underground 
conduits. 

An  interesting  planting  scheme  has  been  executed,  Avhich  includes 
a  considerable  variety  of  street  trees,  many  of  them  evergreens,  not 
spaced  regularly,  howeA'er,  but  arranged  quite  informally  in  con- 
nection AA'ith  groups  of  shrubbery  and  such  hardy  ground  cover  as 
Mesembrianthemum.  Care  Avas  taken  to  use  only  such  plants  as 
Avhen  once  established  aa-ou1(1  thriA-e  AAuth  a  minimum  amount  of 
maintenance  and  no  irrigation,  and  as  Avould  best  Avithstand  the 
strong  Avinds,  Avhich  are  continuous  through  the  summer  months. 

The  Housing  Corporation  built  in  this  project  83  detached  houses, 
12  semidetached.  HO  semidetached  2-flat.  and  10  dormitories,  AA'ith 
cafeteria  building,  altogether  accommodating  227  families  and  400 
single  men,  the  approximate  expenditure  for  this  housing  being 
$1,077,594.88.  Certain  lots,  too  steep  for  building,  AA'ere  set  aside 
for  neighborhood  parks,  and  a  generous  playground  of  four  acres 
AA'as  reserved  for  the  proposed  upper  school.  All  of  these  open  spaces 
are  to  be  treated  informally  as  to  paths  and  planting.    Through  co- 


WAR  ACTIVITIES   OF   BUEEAU   OF    YARDS   AND   DOCKS.  505 

operation  with  the  Navy  Department,  in  connection  with  periodical 
maintenance  dredging  in  Mare  Island  Strait,  it  is  hoped  to  fill  in 
the  flats  immediately  in  front  of  the  housing  project,  and  this  filled 
ground  would  eventually  be  turned  into  a  park  or  water-front  play- 
ground. 

The  roofs  of  the  houses  are  all  of  wood  shingles,  which  are  left 
to  weather  naturally.  All  the  trim  was  painted  white,  and  the 
chimneys  gray;  the  blinds  were  painted  light  green,  and  the  walls 
of  the  houses  of  various  colors.  The  project  as  a  whole,  because  of 
its  situation  and  topography,  is  one  of  the  most  picturesque  of  all 
the  housing  developments.  The  successful  result  is  due  to  the  cor- 
rect conception  of  the  kinds  of  houses  suitable  for  the  site,  and  to 
skillful  adjustment  of  the  streets  and  house  locations  to  the  steep 
and  rolling  hillside. 

BREMERTON. 

The  following  summary  of  housing  activities  in  the  vicinity  of 
the  Puget  Sound  navy  yard  (Bremerton,  Wash.)  is  taken  from 
the  account  of  the  civil  engineer  officer  in  charge  of  public  works 
there  at  the  time.  Capt.  L.  E.  Gregorv : 

By  the  month  of  March,  1918,  the  need  of  additional  housing  had  become 
so  apparent  that  the  commandant  of  the  yard  strongly  urged  a  liberal  hous- 
ing program,  and  in  this  work  the  public  works  officer  necessarily  became 
quite  active  in  consultation  relative  to  needs  and  ways  and  means.  Being  fa- 
miliar with  contractors  in  the  locality,  the  sources  of  supply  of  materials,  and 
local  conditions  generally,  he  was  in  close  touch  with  all  the  various  com- 
mittees representing  the  Housing  Corporation.  The  program  finally  adopted 
was  the  construction  of  a  350-room  hotel  on  land  owned  by  the  Navy  Depart- 
ment on  the  north  side  of  Burwell  Avenue,  immediately  opposite  the  navy  yard 
foundry.  An  apartment  house  of  45  apartments  was  built  on  the  corner  of 
Seventh  and  Warren  Streets.  Both  of  the  above-mentioned  projects  were  made 
of  substantial  brick,  with  interiors  of  slow-burning,  practically  fireproof  con- 
struction, and  supplied  with  every  modern  convenience.  There  were  also  built 
2.50  detached  houses,  scattered  throughout  the  communities  of  Charleston  and 
Bremerton,  these  being  of  wood  construction  of  3,  4,  or  5  rooms,  many  of 
them  with  heating  plants  installed,  and  all  with  modern  plumbing  and  light- 
ing facilities.  The  justification  for  this  construction  was  proved  by  the  prompt 
occupancy  of  all  these  houses,  the  apartments,  and  the  hotel  to  the  fullest 
capacity,  practically  as  soon  as  they  were  available.  Subsequent  to  the  war 
the  Housing  Corporation  adopted  the  policy  of  selling  all  of  the  individual 
houses,  and  further  justification  of  the  program  is  indicated  by  the  promptness 
with  which  the  houses  were  all  sold.  It  has  been  reliably  stated  that  the 
Bremerton  houses  were  sold  more  readily  .than  those  of  any  other  project  in 
the  country.  '  The  hotel  is  being  retained  for  operation  under  the  direction  of 
the  commandant  of  the  navy  yard,  inasmuch  as  it  is  located  on  Government 
property  and  connected  directly  with  the  navy  yard  by  means  of  a  tunnel  under 
Burwell  Avenue,  making  its  location  substantially  as  though  it  were  within  the 
physical  limits  of  the  yard. 


506  WAR    ACTIVITIES   OF   BUREAU    OF   YARDS   AXD   DOCKS. 

OTHER  PROJECTS. 

At  Indianlieail,  McL,  and  South  Charleston,  W.  Va.,  as  at  Bremer- 
ton, the  situation  arose  Avhere  the  Housing  Corporation  constructed 
its  projects  on  hind  owned  by  the  Xavy  Department.  AVhen  the 
question  of  disposal  of  the  various  housing  projects  came  up,  it  was 
decided  that  it  would  be  desirable  for  the  Navy  Department  to  take 
over  the  above  projects  also.  This  transfer,  from  the  Department 
of  Labor  to  the  Xavy  Department,  was  effected  by  Executive  order 
on  June  29.  1920.  The  projects  at  Indianhead  and  South  Charleston 
were  jjlaced  under  the  cognizance  of  the  Bureau  of  Ordnance,  and 
the  operation  of  the  hotel  at  Bremerton  was  placed  under  the  direc- 
tion of  the  commandant  of  the  yard,  as  stated.  The  hotel  was  oper- 
ated during  the  year,  up  to  the  date  of  transfer,  under  the  Depart- 
ment of  Labor,  in  accordance  with  a.  contract  originally  entered  into 
•with  the  Xavy  Yard  Hotel  Association  (Inc.),  an  organization  of 
navy  yard  emploj-ees.  This  association  afterwards  assigned  its 
lease  to  a  second  party.  The  lease,  which  was  originally  for  one  year, 
has  since  been  extended  for  a  term  of  three  years. 

All  of  the  remaining  projects  constructed  by  the  L^nited  States 
Housing  Corporation  for  the  Xavy  Department  are  being  appraised 
as  rapidly  as  possible,  and  sold  by  the  Housing  Corporation,  an 
effort  being  made  to  sell  the  dwelling  houses  direct  to  prospective 
individual  home  owm.'rs  who  are  citizens  of  the  United  States,  and 
Avho  desire  the  houses  for  theii'  own  occupancy. 


INDEX. 


A. 

Page. 

Acknowledgments 5 

Air    compressors,    reciprocating    and 

rotary 059 

Akron,  Ohio,  Navy  extension  to  plant 

of  Wellman-Seaver-Morgan  Co 232 

Alameda,  Calif.,  Xavy  extension  to 
Union  plant  of  Bethlehem  Ship- 
building Corporation 227,229 

Alexandria,      Va.,      torpedo-assembly 

plant 284 

Ammunition    depots 280 

Annapolis,  Md.,  high-power  radio  sta- 
tion        363 

Sec  also  Naval  Academy. 
Appropriations  : 

Bancroft  Hall  extension 37 

Bunkering  plants 358 

Hospital    construction 103 

Marine  railways 211 

Shipbuilding    and    repair    facil- 
ities        156 

Storage  facilities,  specific  appro- 
priations since  191G 321 

Armor  and  projectile  plants,  Charles- 
ton, W.  Va 301 

Armor  Plant  Board .301 

Aviation  facilities 395 

Bay  Shore,  L.  I.,  air  station 401 

Brest,  France,  air  station 429 

Brittany,  stations  in 425 

Brooklyn,  N.  Y.,  airplane  storage 

building  at  fleet  supply  ba.se 331 

Brunswick,  Ga.,  construction  of 

emergency  air  station 404 

Cape  May,  N.  J.,  air  station 401 

Chatham,  Mass.,  air  station 401 

Coco  Solo,  C.  Z.,  air  station 401 

Dunkerque.    France,    aviation 

ba.se 422 

Eastleigh.  England,  aviation  as- 
sembly and  repair  base 422 

Functions  of  land  bases 395 

Guipavas,  France,   dirigible  sta- 
tion        435 

Hampton  Roads,  Va. — 

Airplane-storage  building  at 

fleet  supply  base 331 

Air  sta/tion 401 

lie  Tudy,  France,  seaplane  sta- 

tion-__ 433 

Key  West,  Fla..  air  station 401 

I/Abervrach.     France,     seaplane 

station 434 

I>abor  difficulties  in  France 425 


Aviation  facilities — Continued. 

Magnitude  of  work  accomplished   Page, 
abroad 426 

Moutauk,  L.  I.,  air  station .390 

Pauillac,  France,  aviation  repair 

base 421 

Pensacola,    Fla.,    pernianeiit    air 

station ^n 

Philadelphia,  Pa. — 

Airplane-storage  building  at 

aircraft  factory 331 

Naval  aircraft  factory 417 

Quecnstown,     Ireland,     aviation 

repair  base 421 

Rockaway  Beach,  L.   I.,  air  sta- 
tion        39G 

San  Diego,  Calif.,  air  station-  401,  412 

Treguier,   France,    seaplane   sta- 
tion        4;{(j 

United  States,  eight  original  sta- 
tions        396 

United     States,     expansion     ex- 
pected :   cost 407.  40S 

United    States,    stations    closed 

since  the  war 408 

United     States,     supplementary 

program 402 

War  construction  abroad 417 

War    construction    abroad,     re- 
capitulation        419 

B. 

Bak<nhus.  Capt.  R.  E.  : 

Assistant  chief  of  bureau 30 

Member  Armor  Plant  Board 301 

Baldwin,    Loammi,    jr.,    designer    of 

public  works  for  Navy 33,  34 

Baltimore,   Md.,   reserve   coal-storage 

depot 351 

Bancroft    Hall.       (See    Naval    Acad- 
emy.) 
Bar  Harbor.  Me.,  radio  barracks  and 

quarters 22!) 

Barracks.       (See    Camps,    Barracks. 

and  Quarters.) 
Bay  Ridge.  Brooklyn,  N.  Y.,  receiving 

ship 61 

Bay  Shore.  L.  I.,  air  station 401 

Bellevue,    D.    C.    new    structures    at 

naval  magazine 300 

Bensonhurst,  L.  I.,  Base  Six 55 

Berthing  facilities,  Norfolk.  Va 207 

Bethlehem  Shipbuilding  Corporation  : 
Navy    extension    to    Fore    River 

plant 230 

•107 


508 


INDEX. 


Bethlehem      Shipbuilding      Corpora- 
tion— Continued.  Page 
Navy  extension  to  Union  plant, 

San  Francisco,  Calif 227,  229 

Torpedo-destroyer  plant,   Squan- 

tum.   Mass 218 

Board  for  the  development  of  navy- 
yard  plans 129 

Boston   (Mass.)  Navy  Yard  : 

Boston,    South,    dry    dock    pur- 
chased from  Commonwealth  of 

Massachusetts 252 

Bumkin  Island  training  camp 46 

Foundry  and  shops 169 

General   storehouse 315 

Machine  shop 175 

Marine   railway 211 

Metals    storage 332 

Power-plant    extension 271 

Receiving  ship 46 

Boston,    Mass.,    reserve    coal-storage 

depot 348 

Bremerton,    "Wash.  : 

Housing  project 505 

Water-supply    improvements   for 

yard  and  city  use 146 

Brest,  France : 

Air  station 429 

Fuel-oil    tanks    shipped    and 

erected 360,  361 

Bridgeport,  Conn.,  housing  project-.        496 

Brittany,  aviation  stations  in 425 

Brunswick,  Ga.,  construction  of 

emergency  air  station 404 

Brooklyn,  N.  Y.  : 

Airplane  -  storage     building     at 

fleet   supply    base 331 

Armed-guard  camp.  City  Park 58 

Bay  Ridge,  receiving  ship 61 

Fireproof  hospital  buildings  and 

nurses'  quarters 114 

Fleet  supply  base 317,  338 

Temporary     storehouses,     South 

Brooklyn 328 

Bumkin    Island     (Boston),    training 

camp 46 

Bunce    Board    recommendations    for 

dry-dock  construction 17 

Bungalow   camp,   Norfolk,    Va 65 

Bunkering  plants_'_ 352 

Burrage,   A.   C,    Boston   philanthro- 
pist          46 


Cambridge,     Mass.,     Harvard     radio 

school 

Camden,    N.    .1.,    Navy    extension    to 
yard    of    New    York    Shipbuilding 

("orporation 

Camps,   Barracks,  and  Quarters: 

Armed-guard    camp,    City    Park, 

Brooklyn  

Barracks  and  commissary  pro- 
vided for  workmen,  Potomac 
Park  operation,  Washington, 
D.  C 


48 


224 


58 


492 


Camps,  Barracks,  and  Quarters — ^^Con. 

Barracks    for    "Eagle"    boat    Page, 
crews,  Detroit,  Mich 76 

Barracks   for   marine  guards  at 

ammunition  depots 283 

Base  Six,  Bensonhurst,  L.  I 55 

Boiler   plants    for   camps,    types 

of 81 

Bungalow  camp,  Norfolk,  Va 65 

Camp,  Summerville,  N.  Y 55 

Cloyne     Field     training     camp, 

Newport,  R.  I 52 

Coasters  Harbor  Island  train- 
ing station,  Newport,  R.  I 49 

Coddington  Point  training  camp, 

Newport,  R.  I 51 

"  Composite   camp,"   the 80 

Construction  camp  for  Lafayette 

radio  station 369,  371,  376 

Contracts,  cost-plus,  rapid  exe- 
cution of  camp  projects 
under 42,43 

Cooking    school,    Naval     Home, 

Philadelphia,   Pa 64 

Design  of  barracks  for  subma- 
rine crews 382 

P'ast  camp,  Hampton  Roads,  Va_  69 

Emergency  training  camp,  Gulf- 
port,    Miss 74 

Ensigns'  school.  Naval  Acad- 
emy, Annapolis,  Md 69 

Fuel-oil  school,  Quincy,   Mass 48 

Goat     Island     training    station, 

original,  San  Francisco,  Calif-  41 

War   expansion 78 

Harvard  radio  school,  Cam- 
bridge,  Mass 48 

Housing  for  the  Navy 495 

Isolation  against  contagious  dis- 
eases at  camps 43,44 

Marine     Corps     barracks,     Key 

West,  Fla 93 

Marine  Corps  barracks,  Peking, 

China 93 

Marine  Corps  barracks,  Phila- 
delphia   93 

Marine  Corps  barracks,  Ports- 
mouth, N.  H 93 

Marine    Corps    expeditionary 

base,  San  Diego,  Calif 93 

Marine     Corps     training    camp, 

Parris  Island,   S.  C 94 

Marine    Corps     training    camp, 

Quantico,   Va 94 

Medicine  and  surgery  minimum 
allowances  for  sleeping  quar- 
ters in  camps 47 

Prison  camp.  Portsmouth,  N.  H_  48 

Quarters  and  shops,  Indian- 
head,   Md 291 

Radio    barracks    and    quarters. 

Bar  Harbor,  Me 306 

Receiving     ship     and     barracks, 

Mare  Island,  Calif 78 

Receiving    ship    and    bungalow 

camp,  Charleston,  S.  C 70 


INDEX. 


509 


C.-iiiips,  Barracks,  and  Quarters — Con.     Page. 

Receiving     ship     and     training 

camp,  Puget  Sound,  Wash 79 

Recei%'ing    ship,    Bay    Ridge, 

Brooklyn.  N.  Y Gl 

Receiving  ship,   Boston,  Mass 4G 

Receiving  ship,  Norfolk,  Va G5 

Receiving-ship   quarters,   Ellis 

Island,  N.   Y 59 

Recreation  facilities  in  canips__         44 

Schools    at    training    camp, 

Hampton   Roads,   Va G6 

Seaman     gunners'     (piarters     at 

Washington    .\ard_^ 300 

Steam    engineering    school,    Ste- 
vens Institute,  Hohoken,  N.  J 62 

St.      Helena     training     station. 

Norfolk,  Va 41 

.  Subdivisions,  typical,  of  a  camp         45 

Tent  camp,  Tarrytowii,  X.  Y 55 

Training     camp     and     rereiving 

ship,    Philadelphia,    Ba 02 

Training    camp,     Balboa    Park. 

San  Diego,  Calif 77 

Training    camp,    Bumkin   Island 

(Boston) 40 

Training  c  a  m  p,  Coddington 
Point,  Newport,  R.  I.,  com- 
pletion   of 82 

Training  camp,  Hampton  Roads, 

Va G5 

Training  camp.  Hingham,  Mass_  47 

Training  camp,  Key  West,  Fla 73 

Training    camp,     New    Orleans, 

La 74 

Training  camp  on  grounds  of 
State  University,  Seattle, 
Wash 79 

Training     camp,      Pelham     Bay 

Park,    N.    Y 55 

Training      camp,,     San      Pedro, 

Calif 77 

Training  station.  Great  Lakes, 
111.,  war  expansion  and  ca- 
pacity   of 75 

Training  station,  original.  Great 

Lakes,     111 41 

Tiaining  station,  original,  New- 
port,   R.    I 41 

Training  stations,  original 41 

War-time  expansion  of  training 

system , 42 

Water  supply  for  camps 81 

Wissahickon       Barracks,      Cape 

May,  N.  .1 04 

•  a-ije  May.   \.  J.  : 

Air    station 401 

Section  base,  marine  railway  at_       211 

Wissahickon    Barracks 04 

Causeway  between  Mare  Island  yard 

and   Vallejo,    Calif 150 

yard  and  Vallejo.  Calif 150 

<'avito,  P.   I.  : 

Ammunition  depot 280 

Radio    station 305 

37022—21 33 


Cayey,     P.     R.,     high-power     radio    Page. 

station 365 

Change  orders,  priorities,  and  expe- 
diting under  bureau  contracts 457,  459 

Charleston    ( S.   C. )    Navy  Yard: 

Additional    camp 70 

Ammunition    depot 280 

Destroyer    ways 197 

General   storehouse 315 

Marine    railway 211 

Pattern  shop  and  storage  build- 
ing        170 

Power    plant 259 

Radio  tower 306 

Receiving    ship    and    bungalo^\• 

camp 70 

Reserve  coal-storage  depot 351 

Torpedo   storage 287 

Charleston,   W.  Va.,  armor  and  pro- 
jectile  plants 301 

Armor  plant — 

Construction    on    day-labor 

basis 313 

Contract  for  power  supply-       314 

Crane'  installations 306 

Development  of  plans 302 

Forge  and  furnace  building.       309 

Gun-treatment    building 310 

Housing  project 506 

Machine   shop 310 

Open-hearth    plant 309 

I^rojectlle   plant — 

Construction      under      con- 
tract        315 

Foundry  and  forge  shop 302 

Machine   shop 302 

Chatham,  Mass.,   air  station 401 

Chesapeake   &    Ohio    Railway,    Navy 
coal-storage     plant     of,     Newport 

News,  Va 233,234 

Civil   Engineers,   U.    S.   Navy,   Corps 
of: 

Activities  in  the  West  Indies 449 

Endicott,  Rear  Admiral  M.  T. — 
First  chief  of  bureau  from 

Civil    Engineer   Corps 35 

Increases  in  Civil  Engineer 

Corps    obtained    by 35 

Historical 33 

Reserve    officers 35 

Reserve  officers  enrolled  for 
duty  on  Lafayette  radio  sta- 
tion         368 

Sanger,  W.  P.  S.,  fir.st  civil  en- 
gineer of  the  Navy 34 

Strength    of    corps    at    different 

I^eriods 35 

Clarke.    Commander    F.    II.,   member 

Armor  Plant  Board 301 

Cloyne    Field    training    camp,    New- 
port,   R.    I 52 

Coal   storage  and  handling: 

Baltimore,  Md.,  reserve  coal- 
storage    depot 351 

Boston,  Mass.,  reserve  coal- 
storage    depot 348 


510 


INDEX. 


Coal  storage  and  handling — Contd. 

Charleston,   S.   C,  reserve  coal-    Page. 

storage  depot 351 

Constable   Hook,   N.   J.,   reserve 

coal-storage    depot 347 

Emergency   fueling  plants 321,  347 

Hampton     Roads      (Lamberts 

Point),  bunkering  plant 352 

Iloboken,  N.  J.,  bunkering  plant-       356 
Newport  News,  Va. — 

Bunkering  plant 352 

Navy  coal-storage  plant., 
Chesapeake  &  Ohio  Rail- 
way  233,234 

Sewalls  Point,  Va.,  Navy  coal- 
storage  plant,  Virginian  Rail- 
way  233,234 

Coasters  Harbor  Island  training  sta- 
tion          49 

Coco  Solo,  C.  Z.  : 

Air   station 401 

Development  of  submarine  basc_       386 

Torpedo   storage 287 

Coddington     Point     training     camp, 

Newport,  R.  I 51 

Cold-storage  plant,  Hampton  Roads, 

Va 328 

"  Composite  camp,"  the 80 

Constable  Hook,  N.  J.,  reserve  coal- 
storage    depot 347 

Construction   Division    of  Bureau  of 

Yards  and  Docks 455 

Contracts,  adjustment  and  settlement 

of,  by  bureau 458 

Contracts,  bid  openings,  and  awards, 

bureau 456 

Contracts,    cost-plus 396,  402,  455 

Awarded      for      training  -  camp 

power  plants 263 

Rapid  execution  of  camp  proj- 
ects  under 42,  43 

Cooking  school,  Naval  Home,  Phila- 
delphia,   Pa 64 

Corfu,  Greece : 

Hospital,  proposed 127 

Marine  railways,  proposed 211 

Cranes.     (See  also  Shops.) 

Charleston  armor  plant  Installa- 
tions        306 

Factors  entering  into  design  of 

cranes 162 

Fitting-out    piers    and    cranes, 

general  design 197 

Mare     Island,      Calif.,      150-ton 

floating    crane 208 

New  York,  dry-dock  crane 208 

Norfolk,  Va. — 

Auxiliary  fltting-out  cranes-       204 

Dry-dock   crane 208 

150-ton  floating  crane 208 

Overhead    cranes    and    runways 

for    shipbuilding 183 

Pearl   Harbor,   Hawaii,  dry-dock 

Crane 208 


Cranes — Continued. 

Philadelphia,  Pa. —  Page, 

Aiixiliary  fitting-out  crane-       .\04 

Dry-dock    cranes 208 

350-ton  fitting-out  crane 199 

Washington,  D.  C. — 

I^arge  cranes  in  gun  shop 296 

Outside  cranes  for  gun  han- 
dling   300 

Croix  d'llins,  France,  Lafayette  radio 

station 366,  367 

Cuban  Government,  radio  towers  pro- 
cured   for 36G 

D. 

Detroit,  Mich.  : 

Barracks     for      "  Eagle "      boat 

crews 76 

Navy  extension   to  Ford  Motor 

Co.   plant 223 

Dispensaries 125 

Dunkorque,  France,  aviation  base 422 

Dry  docks : 

Boston,    South,    dry    dock    pur- 
chased   from     Commonwealth 

of    Massachusetts 252 

Bunco    Board    recommendations 

for  dry-dock  construction 17 

General    description    of    a    dry 

dock 237 

Hunters  Point,  Calif.,  dry  dock 
available  for  naval  use  under 

contract 252 

Jefferson,    Thomas,    project    for 

multiple    dry    dock 33 

Latrobt',    Benjamin    H.,    consult- 
ant on  multiple  dry  dock 33 

Naval  docking  plant,  1916 238 

Naval   docking  plant,   present 238 

New  York,  dry-dock  crane 208 

Norfolk,  Va.— 

Dry-dock   crane 208 

Dry  Dock  No.  4,  design  and 

construction   of 239 

Dry  Docks  Nos.  6  and  7 240 

Pearl   Harbor,  Hawaii — 

Dry-dock   crane 208 

Dry  Dock  No.   1 — 

Design     and     construc- 
tion   of 244 

First    unwatering 251 

Formal    opening 251 

Philadelphia,  Pa. — 

Dry-dock    cranes 208 

Dry  Dock  No.  3,  design  and 

construction   of 243 

Puget    Sound,   Wash.,   dr     dock 

for    shipbuilding 190 

U.  S.  S.  Pyro  and  Nitro  built  in 

Puget   Sound   dock 195,  197 

E. 

Eagle    boats.    Navy    plant    extension 

for    construction    of 223 

Eastleigb,  England,  aviation  assem- 
bly and  repair  base 237,  238 


INDEX. 


511 


Ellis    Island,    K.    T.,    receiving-ship    Page. 

quarters 62 

Emergency     Fleet    Corporation    dry 

docks   at  Norfolk 240 

Emergency  hospitals  established  dur- 
ing the  war,  list  of 98 

Emergency  office  buildings,  Potomac 

Park,  Washington.  D.  C 479 

Accessory    and    incidental    fea- 
tures         488 

Beginnings  of  project 479 

Completion  ;  cost 492 

Construction  of  buildings 486 

Design  of  buildings 48."? 

Labor  problem 490 

Miscellaneous  data 49.5 

Endicott,  Rear  Admiral  M.  T.  : 

First  chief  of  bureau  from  Civil 

Engineer  Corps 35 

Increases  in  Civil  Engineer  Corps 

obtained  by 35 

Erie,  Pa.,  Navy  extension  to  plant  of 

Erie  Forge  Co 223 

Establishment    of   Bureau    of    Yards 

and  Docks 34 

Ensigns'  school,  Naval  Academy,  An- 
napolis, Md 69 

I. 

Financial  accounts  and   records,  bu- 
reau sj'stem 463,  464 

Fire  protection  : 

Fire   protection   at   ammunition 

depots 282 

Foam     fire    protection    for    oil 

tanks 359 

Fitting-out  cranes : 

Norfolk,    Va.,    auxiliary    fitting- 
out  cranes 204 

Philadelphia,  Pa. — 

Auxiliary  fitting-out  crane-       204 

350-ton  crane 199 

Fitting-out  piers  : 

Norfolk.  Va 198 

Philadelphia,  Pa 198 

Piers  and  cranes,  general  design-       197 
Fleet  supply  bases : 

Brooklyn,  N.  Y 317,  338 

Hampton  Roads,  Va 317,  344 

Fletcher,  Rear  Admiral  F.  F.,  chair- 
man Armor-Plant  Board 301 

Ford  Motor  Co.,   Navy   extension  to 

plant.  Detroit,  Mich 223 

Fort    Lafayette,    N.    Y.,   ammunition 

depot 280 

Fort  Mifflin,  Pa.,  ammunition  depot-       280 
Fort  Worth,  Tex.,  helium  production 

plairt 437 

Foundries  : 

Boston  (Mass.)  Navy  Yard,  foun- 
dry and  shops 169 

Charleston,  W.  Va.,  armor  plant, 

foundry  and  forge  shop 302 

General  design  of  foundries 169 

Norfolk,    Va.,    navy    yard 169 

Philadelphia,  Pa.,  navy  yard 169   | 


Foundries — Continued.  Page. 

Washington  (D.  C.)  Navy  Yard — 

Brass  foundry 298 

General  foundry  extension.       298 

Freight  shed.  Mare  Island,  Calif 337 

Fuel-oil  school.  Quincy,  Mass 48 

Fuel-oil  storage  : 

Brest,     France,     fuel-oil     tanks 

shipped  and  erected  at 300,  361 

Foam    fire    protection    for    oil 

tanks 359 

Furt.     France,      fuel-oil      tanks 

shipped  and  erected  at 360,  363 

General  Board  recommendations-       359 
Guantanamo  Bay,  Cuba,  oil-stor- 
age plant 359 

L'Orient,   France,  fuel-oil   tanks 

shipped  and  erected  at 360,  363 

La  Pallice,  France,  fuel-oil  tanks 

shipped  and  erected  at 360,  363 

Melville,  R.  I.,  oil-storage  plant-       359 
Pearl  Harbor,  Hawaii,  oil-storage 

plant 359 

Puget  Sound,  Wash.,  oil-storage 

plant 359 

San     Diego,     Calif.,    oil-storage 

plant 359 

Yorktown,  Va.,  naval  fuel  depot-       360 
Furt,   France,  fuel-oil  tanks  shipped 

and  erected  at 360,  363 

Funds  allotted  by  bureau 465 

G. 

Galvanizing  plants 176 

Gas    holders    for   helium    production 

plant.  Fort  Worth,  Tex 447 

General    development    of    yards   and 
stations : 

Board    for    the    development    of 

navy-yard  plans 129 

Great  Lakes,  111.,  harbor  devel- 
opment        153 

Hampton  Roads,  Va.,  naval  oper- 
ating base — 

Bulkheading,  dredging,  and 

filling 136,  139 

Development  plan 132 

Developments    undertaken 

during    war 132,  135 

Jamestown    Exposition    site 

taken  over 135 

Steam  and  electric  railway 

improvements 140 

Training  camp  undertaken.        136 
Mare  Island,   Calif.,   navy  yard, 

developments  undertaken 150 

Mooring  facilities 154 

Naval  base,  proposed,  San  Fran- 
cisco Bay,  studies  for 154 

New  York    (N.  Y.)    Navy  Yard, 

developments  undertaken 143 

Norfolk  (Va.)  Navy  Yard — 

Development  plan 131 

Developments  undertaken —       143 
Pensacola,  Fla.,  air  station,  de- 
velopments  undertaken 15?. 


512 


INDEX. 


G<^neral    development    of    yai-ds    and 

stations — Continued.  Pago. 

Philadelphia,  Pa.,  navy  yard — 

Development  plan 131 

General     development     and 

increase  of  area 143 

Puget     Sound      (Wash.)      Navy 
Yard — 

Development  plan 131 

Developments  undertaken  —       140 
Type  plan  for  navy  yard —       131 

Gibraltar,  proposed  hospital 127 

Goat    Island    training    station,    San 

Francisco,  Calif.,  war  expansion —  78 

Great   Lakes    (111.)    Naval   Training 
Station : 

Contracts  and  costs S4,  SS,  89 

Harbor  development 153 

Lumber  contracts 84 

Marino  railway 211 

Organization     of    public    works 

force S5,  88 

Policy    of    expansion    urged    by 

Capt.  Moffett S3 

Training  station,  original 41 

Training  station,  war  expansion 

and   capacity   of 75 

Types  of  construction 90 

Guantanamo    Bay,    Cuba,    oil-storage 

plant 359 

Guipavas,  France,  dirigible  station —       435 
Gulfport,    Miss.,   emergency   training 

camp "^4 

Gun   manufacture,   large    caliber,   re- 
quirements     for,      at      Charleston 

armor  plant 305 

(Jun-shriiikage  pit,  Washington,  D.  C-       297 

H. 

Haiti,  activities  of  the  Corps  of  Civil 

Kngineers  in 451 

Halifax,  Nova  Scotia,  proposed  emer- 
gency hospital 110 

Hampton   Roads,    Va.,   naval    operat- 
ing base  : 

Airplane-storage  building  at  fleet- 
supply  base 331 

Air  station 401 

Itoiler  plant  at  East  Camp 265 

r.oiler    plant    at    original    train- 
ing camp 204 

P.oiler   plant,    permanent,   in   in- 
dustrial section 265 

P.ulkhcading,   dredging,  and   fill- 
ing         130 

Cold-storage  plant 328 

Development  plan 132 

]>ivelopm<'nts  undertaken  during 

■\v;^  1' 132,  13o 

East  camp 69 

Fleet-supply   base 317,  344 

General  storehouse 317 

Housing   project 498 

.Tamestown  Exposition  site  taken 

over 1"5 

I*iml)erts  Point  Imnkiring  plant_        332 


Hampton   Roads,    Va..   naval   operat- 
ing base — Continued.  Page. 

Merchandise  piers 344 

Schools  at  training  camp 66 

Submarine  base 390 

Temporary   storehouses 328 

Torpedo   storage 287 

Training  camp,  original 65, 136 

Harris,  Rear  Admiral  F.  R.,  chief  of 

bureau  

Harvard     radio     school,     Cambridge, 

Mass 

Heating: 

Boiler     plant     at     East     Camp, 

Hampton  Roads,  Va 

Boiler    plant   at    original    train- 
ing   camp,     Hampton     Roads, 

Va 

Boiler  plant.  Cloyne  Field,  New- 
port, R.  I 263 

Boiler  plants.  Coddington  Point, 

Newport,  R.  I 

Boiler  plant,   permanent,    in   in- 
dustrial     section,,    Hampton 

Roads,    Va 

Centralized    heating    system    at 
Coaster's  Harbor  Island  camp, 

Newport 

Heating  plant,  Pelham  Bay  Park, 

N.  Y -— - 

Naval    aircraft    factory,    Phila- 
delphia, Pa.,  boiler  plant 

Types  of  boiler  plants  for  camps. 
Vacuum-return    system    used    in 

Potomac  Park  buildings 

Helium,  discovery  of 

Helium       Production      Plant,      Fort 

Worth,   Tex 

Capacity  and  costs 448 

Experimental    plants 437 

Gas  holders 447 

Pipe    line    for    natural    gas,    Pe- 

trolia.  Fort  Worth 438 

Power  supply 446 

Separation  of  helium  from   nat- 
ural gas 

Site  ;  buildings 

Hollyday,  Rear  Admiral  R.  C,  chief 

of  bureau 

Hinsham,    Mass.  : 

Ammunition  depot 

Training  camp 

Holtoken,  N.  J. : 

Bunkering  plant 356 

Steam    ongini  ering    school,    Ste- 
vens Institute •'2 

Hospitals : 

Appropriations  for  construction- 
Brooklyn.    N.    Y.,    fireproof   hos- 
pital    buildings     and     nurses' 

quarters 

Corfu.  Greece,  proposed  hospital- 
Costs  of  emergency  hospital  con- 
struction   

Dispensaries 


36 

48 


2C5 


204 


263 

20." 

49 
204 

208 
81 

480 
437 

437 


442 
443 


35 


280 
47 


103 


114 
127 


103 

125 


INDEX. 


513 


Hospitals — ContiNued. 

Emergency  hospitals  established    Page. 

during  the  war 98, 100,  103 

Gibraltar,  proposed  hospital 127 

Halifax,   Nova   Scotia,   proposed 

emergency    hospital 119 

Hospital  bases,  proposed,  de- 
sign of 97 

Hospitals  constructed  overseas-       125 
Laboratories     for     research     at 

hospitals 120 

New     Orleans,     La.,    emergency 

hospital 109 

Norfolk,  Va.,  emergency  hos- 
pital,  development   of 110 

Pelham  Bay  Park,  N.  Y.,  de- 
velopment of  emergency  hos- 
pitals at  camp 113 

Queenstowu,        Ireland,       naval 

base  hospital  No.  4 126 

Recreation  facilities  at  hospi- 
tals        120 

Wards  Island,  N.  Y.,  emergency 

hospital 114,  119 

Washington,    D.    C,    emergency 

hospital 113 

Yorktown,  Va.,  proposed  hospi- 
tal        120 

Housing  for  the  Nav>  : 

Bridgeport,   Conn 49C 

Charleston.  W.  Va 506 

Hampton   Roads,   Va 498 

Indianhead,    Md 506 

Mare    Island,    Calif 502 

Norfolk,     Va 501 

Philadelphia,    Pa 501 

Puget  Sound,  Wash 505 

Quincy,    Mass 501 

Hunters   Point,   Calif. : 

Dry  dock  available  for  naval  use 

under    contract 252 

Navy  extension  to  Union  plant 
of  Bethlehem  Shipbuilding 
Corporation 227,  229 

I. 

He  Tudy,  France,  seaplane  station__       433 
Indianhead     (Md.)     Naval     Proving 
Ground       and       smokeless-powder 

factory 290 

Artesian  water-supply  system 292 

Bulkhead  and   timber  pier 295 

Housing  project 506 

Power-plant    extensions 277 

Quarters   and   shops 291 

Railroad    connection 292 

Storehouse  and  factory  build- 
ings        290 

Information   office,    bureau 24,  460 

Inspection   section,   bureau 461 

lona     Island,     N.     Y..     ammunition 

depot 280 

Isherwood  Hall.      (See  Naval  Acad- 
emy.) 
Isolation     against     contagious     dis- 
eases at  camps 43,  44,  77 


J. 

Pagt. 
Jamestown     Exposition     site     taken 

over . 135 

.Tefferson,      Thomas.      project      for 

multiple    dry    dock 33 


K. 


Keyport,  Wash.,  torpedo  station 284 

Key   West,   Fla.,  naval  station  : 

Air  station 401 

Marine  Corps  barracks 93 

Submarine  base 393 

Training    camp 73 

Kuahua,  Hawaii,  ammunition  depot.  280 


L. 


L'Abervrach,  France,  seaplane  sta- 
tion        434 

Laboratories  for  research  at  hospi- 
tals         120 

Labor  problem  in  construction  of 
emergency  office  buildings,  Poto- 
mac  Park,   D.    C 490 

Labor    problem   on    Cradock   housing 

project,    Portsmouth.    Va 500 

Lafayette   radio   station 366.367 

Lake    Denmark,    N.    J.,    ammunition 

depot 280 

LaPallice,     France,     fuel  oil     tanks 

shipped  and  erected  at 360,  363 

Latrobe,     Benjamin    II.,     consultant 

on  multiple  dry  dock 33 

Laundry  facilities  at  Croix  d'   Hins 

camp,    France 379 

Letter    of   request     from     Secretary 

Daniels 3 

Letter    of    transmittal    b.v    Admiral 

Parks 5 

Linoleum,  use  of,  in  Potomac  Park 
buildings 490 

Long,      Hon.      .John     D..     favorable 

action  on   Bunce  Board   report 18 

L'Orienl,      France,      fuel-oil      tanks 

shipped  and  erected  at 360,  363 

Luce  Hall.      (See  Naval  Academy.) 

Lumber    contracts,    training  station, 

Great  Lakes,  111 84 

Lumber  storage  : 

General  program  executed 337 

Type  layout  for 332 

M. 

Maintenance  and  Operation  Division 

of  the  Bureau  of  Yards  and  Docks-  463 

Mare  Island   (Calif.)   Navy  Yard: 

Ammunition  depot 1 280 

Battleship  wavs,  reconstruction 

of 197 

Boat-storage  building 331 

Destroyer  ways 197 

Freight  shed 337 

General  development 150 

Housing  project 502 


514 


INDEX. 


Mare   Island    (Calif.)    Navy    Yard—  Page. 
Continued. 

Machine  shop 175 

150-ton  floating  crane 208 

Oxygen   -    hydrogen    -   acetylene 

plant 176 

Power  plant  improvements 273 

Receiving  ship  and  barracks 78 

Structural  shop 164 

Submarine  base 390 

Torpedo  storage 287 

Marine  Corps  projects  : 

Barracks  for  guards  at  ammuni- 
tion   depots 283 

Barracks,  Key  West,  Fla 93 

Barracks,  Peking,  China 93 

Barracks,  Philadelphia,  Pa 93 

Barracks,  Portsmouth,  N.  H 93 

Expeditionary  base,   San  Diego, 

Calif 93 

Quartermaster  and  advance-base 

storehouse,  Philadelphia,  Pa_  93 
Quartermaster  storehouse,  Pearl 

Harbor,    Hawaii 93 

Training    camp,    Parris    Island, 

S.  C 94 

Training  camp,  Quantico,  Va 94 

Marine  railways  : 

Appropriations 211 

Boston,   Mass 211 

Cape  May,  N.  J.,  section  base —  211 

Charleston,  S.  C 211 

Corfu,  Greece,  proposed 211 

General    data 211,  214 

Great  Lakes,  111 211 

Newport,  R.  I.,  training  station.  211 

Pearl  Harbor,  Hawaii 211 

San  Diego,  Calif 211 

Medicine  and  Surgery,  Bureau  of  : 
Cooperation    with    yards    and 
docks  on  training-camp  facili- 
ties   43 

Hospitals  started  overseas 140 

Minimum    allowances   for   sleep- 
ing quarters  in  camps 47 

Request   for  additional   hospital 

facilities   at   Norfolk 110 

Sanitary     requirements.     City 

Park   camp 59 

Sanitary     requirements.    Mare 

Island   receiving-ship  camp  __  78 
Space   requirements   at   Norfolk 

camp 65 

Melville,  R.  I.,  oil-storage  plant 359 

Merchandise     piers     at     Hampton 

Roads,  Va 344 

Mine  depots 287 

Standard  mine-storage  building-  289 

Moniauk,  L.   I.,  air  station 396 

Mooring  facilities 154 


N. 


Naval  Academy,  Annapolis,  Md.  : 

Appropriations      for      Bancroft 

Hall  extension 37 

Ensigns'    school 69 


Naval  Academy,  Annapolis.  Md. — Con.    Pag?. 

Power  plant  extension 271 

War-time  development  of  acad- 
emy    37 

Naval  base,  proposed,  San  Francisco 

Bay,  studies  for 154 

Naval   ratings   clearing  port  of  New 

York  during  war 62 

Navassa  Island,  West  Indies,  landing 

of  spar  for  radio  station 366 

New  London,  Conn.,  submarine  base  : 

Ammunition  depot 280 

General  development 385 

General  storehouse 317 

Mine    depot 288 

New  power  plant 267 

Torpedo   storage 287 

New  Orleans,  La.,  naval  station  : 

Ammunition    storage 280 

Emergency  hospital 109 

Power    plant 274 

Training   camp 74 

Newport  News,  Va.  : 

Bunkering  plant 352 

Navy  coal-storage  plant,  Chesa- 
peake &  Ohio  Railway 233,  234 

Newport  News  Shipbuilding  & 
Dry  Dock  Co.,  Navy  plant  ex- 
tension   221 

Newport,  R.  I. : 

Cloyne  Ficld^ 

Boiler  plant 263 

Training  camp 52 

Coasters  Harbor  Island — 

New  power  plant 263 

Training   station 49 

Coddington  Point — 

Boiler   plants 263 

Training  camp 51 

Training   camp,    completion 

of 82 

Torpedo    station 283 

Torpedo     station,     new     power 

plant  at 265,267 

Torpedo  storage 287 

Training  station,  marine  rail- 
way   at 211 

Training  station,  original 41 

New  York  Navy  Yard — 

Armed-guard    camp.    City    Park, 

Brooklyn 58 

Dry-dock  crane 208 

General  development 143 

General   storehouse 317 

Details  of  design 327 

Machine  shops 175 

Metals    storage 332 

I'ower    plant 270 

Receiving-ship    congestion 52 

Structural    shop 164 

Temporary    storehouses 328 

Ways  for  battleship  construc- 
tion    189 

New  York  Shipbuilding  Corporation, 
Navy  extension  to  yard  at  Cam- 
den, N.  .1 224 


INDEX. 


515 


Norfolk    (Va.)    Navy  Yard:  Page. 

Auxiliary   fitting-out  craues 204 

Berthing    facilities 207 

Bungalow    camp 65 

Development  plan 131 

Dry-dock   crane 208 

Dry  Dock  No.  4,  design  and  con- 
struction    239 

Dry  Docks  Nos.  6  and  7 240 

Emergency      hospital,      develop- 
ment   of 110 

Fitting-out    pier 198 

Foundry 169 

Galvanizing    plant 176 

General    development . 143 

Housing    project 501 

Lumber-storage   project 337 

Machine  shop,  neavy 175 

150-ton  floating  crane 208 

Oxygen    -    hydrogen    -   acetylene 

plant 176 

'    Pattern  shop  and  storage  build- 
ing   170 

Power    plant 180,255 

Receiving    ship '  65 

St.  Helena  training  station 41 

Steel-storage    shed 163 

Structural  shop,  details  of 163 

Temporary    storehouses 328 

Tracks,  streets,  and   sewers 207 

Ways    for    liattleship    construc- 
tion   189 

Xurses'   quarters.      (See  Hospitals.) 


O. 


Olongapo,  P.  I.,  ammunition  (lepot__       280 
Ordnance    facilities 279 

Alexandria,  Va.,  torpedo-assem- 
bly  plant 284 

Barracks  for  marine  guards  at 
ammunition  depots 283 

Bellevue,  D.  C,  new  structures 

at  naval  magazine 300 

Cavite,  P.  I.,  ammunition  depot-       280 

Charleston,   S.   C. — 

Ammunition    depot 280 

Torpedo   storage 287 

Charleston,  W.  Va.,  armor  and 

projectile    plants 301 

Coco  Solo,  C.  Z.,  torpedo  stor- 
age        287 

Fire    protection    at   ammunition 

depots 282 

Fort  Lafayette,  N.  Y.,  ammu- 
nition   depot 280 

Fort    MiflBin,    Pa.,    ammunition 

depot 280 

Hampton    Roads.     Va.,    torpedo 

storage 287 

Hinghani.      Mass.,      ammunition 

depot 280 

Indianhead  (Md.)  Naval  Prov- 
ing Ground  and  smokeless- 
powder   factory 290 

Power-plant   extensions 277 


Ordnance   facilities — Continued.  Page, 

lona  Island,  N.  Y.,  ammunition 

depot 280 

Koyport,     Wash.,     torpedo     sta- 
tion        284 

Kuahua,     Hawaii,     ammunition 

depot 280 

Lake  Denmark,   N.   J.,  ammuni- 
tion   depot 280 

Mare  Island,   Calif. — 

Ammunition    depot 280 

Torpedo    storage 287 

New   London,   Conn. — 

-Ammunition    depot 280 

Mine    depot 288 

Torpedo    storage 287 

New    Orleans,    La.,    ammunition 

storage 280 

Newport,  R.  I. — 

Torpedo    station 283 

Torpedo    storage 287 

Olongapo,     P.     L,     ammunition 

depot 280 

Pensacola,  Fla.,  torpedo  storage.       287 
Puget    Sound,    Wash.,    ammuni- 
tion   depot 280 

Railway  connection  for  mine  de- 
pot, Yorktown,  Va 289 

St.   Juliens   Creek,   Va — 

-Vmmunition    depot 280 

Mine-filling   plant 288 

Torpedo    storage 287 

Torpedo  storage,  standard  store- 
houses  and   racks   for 287 

Trackage,  additional,   at  ammu- 
nition depots 282 

Washington,  D.  C,  Navy  Yard — 

Expansion   of  facilities-.  295,  300 

Gun    shop 180,  296 

Yorktown,   Va.,   mine  depot  and 

filling  plant 288 

Organization  : 

Bureau    of    Yards    and    Docks, 

1916  to  armistice 21 

Construction  Division  of  Bureau 

of  Yards  and   Docks 455 

Maintenance  and   Operation   Di- 
vision of  the  Bureau  of  Yards 

and   Docks 463 

I'ublic-works     force     at     Great 

Lakes 85,88 

Overseas  projects  : 
Aviation — 

Construction    abroad 417 

Construction    abroad,    reca- 
pitulation         419 

Croix  d'Hins,  France,  Lafayette 

radio   station 360,  307 

Fuel-oil  storage 360,  361 

Hospitals 125 

Oxygen-hydrogen-acetylene  plants 170 

P. 

Parks,  Rear  Admiral  C.  W.,  chief  of 

bureau ^^ 

Parris   Island,    S.   C,  Marine  Corps 

training  camp 94 

Parsons,  Comdr.  A.  L 480,494 


516 


INDEX. 


Pauillac,     Franco,     aviation     repair  Page, 

base 421 

I'eail  Harbor,  Hawaii,  naval  station : 

Dry-docli  crane 208 

Dry  Dock  No.  1 — 

Design  and  construction  of-  244 

First  unwatering 251 

Formal  opening 251 

General  storehouse 317 

Kualiua,  ammunition  depot 280 

Machine  shop 1"5 

Marine     Corps    quartermaster 

storehouse 93 

Marino  railway 211 

Oil-storage  plant 359 

Power-plant  equipment,  purchase 

of 273 

Radio  station 365 

Submarine  base 382 

Pelting,    China,    Marino    Corps    bar- 

racliS 93 

Pelham    Bay    Park,    N.    Y.,    training 
camp : 

Construction  of 5G 

Development  of  emergency  hos- 
pitals at  camp 113 

Heating  plant 264 

Necessity  for  camp 55 

Pensacola,  Fla.,  air  station 411 

General  development 153 

Power  plant  improvements 274 

Torpedo  storage 287 

Personnel : 

Naval    ratings    clearing   port   of 

New  York  during  war 02 

Organization      of      public-works 

force  at  Great  Lakes 85,  88 

Personnel    of    Bureau    of    I'ards 
and  Docks — 

General 25 

Technical 27 

Philadelphia,  Pa.,  Naval  Home,  cook- 
ing school 64 

Philadelphia  (Pa.)  Navy  Y'ard  : 

Airplane-storage  building  at  air- 
craft factory 331 

Auxiliary  fitting-out  crane 204 

Boat  shop 176 

Boat-storage  building 331 

Development  plan 131 

Dry-dock  cranes 208 

Dry  Dock  No.  3,  design  and  con- 
struction of 243 

Fitting-out  pier 198 

Foundry 160 

Galvanizing  plant 176 

General     development     and     in- 
crease of  area 143 

General  storehouses 317 

Housing  project 501 

Machine  shop,  heavy 175 

Marine  Corps  barracks 93 

Marine  Corps  quartermaster  and 

advance-base  storehouse 93 

Mine-sweeper    ways 197 

Naval  aircraft  factory 417 


Philadelphia  (Pa.)  Navy  Yard — Con.      Page 
Naval    aircraft    factory,    boiler 

plant  in 268 

Oxygen-hydrogen-acetylene  plant       176 
I'attern  shop  and  storage  build- 
ing         170 

Power  plant 180,255 

Radio   lowers 366 

Structural   shop 164 

Submarine   station 386 

Temporary   storehouses 328 

350-ton  fitting-out  crane 199 

Tracks,  streets,  and  sewers 207 

Training  camp  and  receiving  ship         62 
Ways  for  capital-ship   construc- 
tion         184 

Photograph  flics,  Bureau 

Piers  : 

Coco  Solo,  C.  Z.,  development  of 

submarine    base 386 

Fitting-out     piers     and     cranes, 

general   design 107 

Hampton  Roads,  Va. — • 

;\[(  rcliandisc  i)i('rs 344 

Submarine   base 390 

Key  West,  Fla.,  submarine  base_        393 
Mare    Island,    Calif.,    submarine 

base 390 

Now   London,    Conn.,    submarine 

base,  general  development 385 

Norfolk,   Va.,  fltting-out  pier 198 

Pearl  Harbor,  Hawaii,  submarine 

base 382 

Philadelphia,  Pa. — 

Fitting-ont  pier 198 

Submarine   station 386 

Piers  and  other  improvements  at 

ammunition  depots 282 

Type  plan  for  submarine  base —       381 
Y^orktown,   Va. — 

Fuel-oil    pier 360 

Pier  at  mine  depot 289 

Pipe   line   for   natural   gas,   Pctrolia- 

Fort  Worth 438 

Plan  files  of  bureau 460 

Port  au  Prince,  Haiti,  radio  masts__       366 
Potrero  works,  San  Francisco,  Calif., 
Navy  extension  to  Union  plant  of 
Bethlehem    Shipbuilding    Corpora- 
tion      227,  229 

Portsmouth,  N.  II.,  navy  yard  : 

Machine   shop 175 

Marine  Corps  barracks 93 

Power  plant 260 

Prison  camp 48 

Submarine  ways 197 

Potomac  Park  emergency  office  huild- 

ings,  Washington,  D.  C 479 

Power  plants  : 

Boston,   Mass.,   power  plant   ex- 
tension        271 

Charleston,  S.  C -59 

Charleston,  W.  Va.,  armor  plant, 

contract  for  powei-  supply 1114 


INDEX. 


517 


Power  plants — Coutiiuied. 

Contracts,     cost-plus,     awarded 

for   training   camp   power    Page. 

plants 263 

Hampton  Roads,  Va. — 

Boiler  plant  at  East  Camp-       265 
Boiler     plant     at     original 

training  camp -     264 

Permanent   boiler   plant   in 

industrial  section 265 

Indianhead,  Md.,  naval  proving 
ground  and  smokeless-powder 
factory,  power-plant  e  x  t  e  n  - 

sions 277 

Mare  Island,  Calif.,  power  plant 

improvements 273 

Naval  Academy,  Annapolis,  Md., 

power  plant  extension 271 

New  Loudon.   Conn 267 

New  Orleans,   La 274 

Newport,   R.   I.    (Cloyne  Field), 

boiler  plant 263 

Newport,  R.  I.  (Coasters  Harbor 

Island),  new  power  plant 263 

Newport,  R.  I.    (Coddington 

Point),  boiler  plants 263 

Newport.  R.  I.,  torpedo  station. 

new  power-plant 265,267 

New  York 270 

Norfolk,    Va 180,  255 

Pearl  Harbor,  Hawaii,  equip- 
ment, purchase  of 278 

Pelham  Bay  Park,  N.  Y.,  heat- 
ing plant 264 

Pensacola,  Fla..  improvements 274 

Philadelphia.   Pa 180,  255 

Philadelphia,  Pa.,  naval  air- 
craft factory,  boiler  plant  in_       268 

Portsmouth,   N.   H 260 

Power  plants,  centralization  of_         41 
Puget    Sound.    Wash.,    improve- 
ments        273 

Washington.  D.  C 261 

Power   supply   for  helium-production 

plant.   Fort  Worth.   Tex 446 

Power-transmission    line,    Croix 

d'Hins,  France 371 

Public  works  of  the  Navy  : 

Baldwin,    Loammi,   jr..   designer 

of 33,34 

Relation    of    Bureau    of    Yards 

and    Docks  to 17 

Value  of.  1897 IS 

Value  of,  1914-1919 19 

Puget  Sound   (Wash.)   Navy  Yard; 

Ammunition  depot 280 

Development    plan 131 

Dry  dock  for  shipbuilding 190 

General  development 146 

General   storehouse 317 

Housing  project 505 

Metals    storage 332 

Minesweeper  ways 197 

Oil-storage  plant 359 

Power  plant  improvements 273 

Receiving     ship     and     training 

camp 79 


Q. 

Quantico,   Va.,   Marine   Corps   train-    Page. 

ing  camp 94 

Queenstown,   Ireland  : 

Aviation  repair  base 421 

Naval  base  hospital  No.  4 126 

Quincy,  Mass. : 

Fuel-oil  school 48 

Housing  project 501 

Navy  extensions  to  Fore  River 
plant  of  Bethlehem  Shipbuild- 
ing Corporation 230 

Squantum  torpedo-destroyer 
plant 218 

R. 

Radio  stations 365 

Annapolis,  Md.,  high-power 365 

Bar  Harbor,  Me.,  barracks  and 

quarters 366 

Cavite,  P.  I 365 

Cayey.    P.    R.,    high-power 365 

Charleston,  S.  C,  tower 366 

Croix  d"Hins,  France,  Lafayette 

radio  station 366,  367 

Cuban  Government,  radio  tow- 
ers procured  for 366 

Minor   projects 366 

N  a  V  a  s  s  a  Island,  West  Indies, 
landing  of  spar  for  radio  sta- 
tion        366 

Pearl  Harbor,  Hawaii 365 

Philadelphia,  Pa.,  towers 366 

Port  au  Prince,  Haiti,  masts 366 

San  Diego,  Calif 365 

St.  Thomas,  V.  I.,  towers 366 

Radio  school,  Cambridge.  Mass 48 

Railways.         (See      Transportation ; 

Marine  railways.) 
Receiving  ships  : 

Bay  Ridge,  Brooklyn.  N.  Y 61 

Bensonhurst.  L.  I.,  Base  Six 55 

Boston,  Mass ^ 46 

Charleston,  S.  C,  receiving  ship 

and  bungalow  camp 70 

City    Park,    armed-guard    camp, 

Brooklyn 58 

Ellis  Island,  N.  Y.,  receiving- 
ship  quarters 59 

Mare    Island,    Calif.,     receiving 

ship  and  barracks 78 

Norfolk.  Va 65 

Philadelphia,  Pa.,  training  camp 

and  receiving  ship 62 

Puget    Sound,    Wash.,    receiving 

ship  and  training  camp 79 

Receiving-ship      congestion      at 

New  York  Navy  Yard 52 

Recreation  facilities  at  camps 44 

Recreation  facilities  at  hospitals 120 

Requisitions,  handling  of,  during  war 

period,  by  bureau 467 

Reserve  officers.  Corps  of  Civil  Engi- 
neers, U.  S.  Navy 35 


518 


INDEX. 


Risdon   yard.    San   Francisco,    Calif.. 

Navy  extension  to  Union  plant  of    Page. 
Bethlehem    Shipbuilding    Corpora- 
tion  227,  229 

Rockaway  Beach,  L.  I.,  air  station__       396 
Rousseau,  Rear  Admiral  H.  H.,  chief 

of  !)ureau 35 


San  Diego,  Calif. : 

Air  station 401,412 

Marine  Corps  expeditionai-y  base_         93 

Marine  railway 211 

Oil-storage    plant 359 

Radio    station 365 

Training  camp,  Balboa  Park 77 

San  Francisco,  Calif.  : 

Goat    Island     training    station. 

original  (Yerba  Buena) 41 

Goat  Island  training  station,  war 

expansion 7S 

Naval  base,  proposed,  San  Fran- 
cisco Bay,  studies  for 154 

Navy  extension   to  Union  plant 
of      Bethlehem      Shipbuilding 

Corporation 227,  229 

Sanger,  W.  P.  S.,  first  civil  engineer 

of  the  Navy 34 

San  Pedro,  Calif.,  training  camp 77 

Santo    Domingo,    activities    of    the 

Corps  of  Civil  Engineers  in 449 

Schmoele  tract,  Norfolk  Navy  Yard--       143 
Seattle,    Wash.,    training    camp    on 

grounds  of  State  University 79 

Sewage  disposal  : 

At  Lafayette  radio  station  con- 
struction  camp 371 

At  naval  air  station,  Chatham, 

Mass 402 

Norfolk,  Va.,  tracks,  streets,  and 

sewers 207 

Philadelphia.  Pa.,  tracks,  streets, 

and    sewers 207 

Portsmouth.     Va..     system     in- 
stalled    at     Cradock     housing 

project 500 

Vallejo,  Calif.,  system  installed-       504 
Sewalls  Point,  Va.,  Navy  coal-storage 

plant,  Virginian   Railway 233,  234 

Shipbuilding  and  repair  facilities  : 

Appropriations 156 

Development    of    plans    and    re- 
sults accomplished 157,  158 

General  conditions  and  program 

undertaken 155 

Shipbuilding  slips  : 

Charleston,      S.      C,     destroyer 

ways 197 

General  design  of  slips,  runways. 

cranes,  and  launching  ways-   180. 183 
Mare  Island.  Calif. — 

Battleship  ways,  reconstruc- 
tion   of 197 

Destroyer  ways 197 


Shipbuilding  slips — Continued. 

Newport  News,   Va.,   ways   pro-    page, 
vided  under  Navy  plant  exten- 
sion  -__       221 

New  York,   ways   for  battleship 

construction 189 

Norfolk,  Va.,  ways  for  battleship 

construction 189 

Philadelphia,  Pa. — 

Minesweeper  ways 197 

Ways    for   capital-ship   con- 
struction          184 

Portsmouth,    N.    H.,    submarine 

ways 197 

Puget  Sound,  Wash. — 

Dry  dock   for  shipbuilding-        190 

Minesweeper  ways 197 

Quincy,  Mass.,  Navy  extensions 
to  Fore  River  plant  of  Bethle- 
hem Shipbuilding  Corporation-  230 
San  Francisco,  Calif.,  Navy  ex- 
tension to  Union  plant  of 
Bethlehem  Shipbuilding  Cor- 
poration      227,  229 

Squantum,    Mass.,    destroyer 

ways 218 

U.  S.  S.  Pyro  and  T^lttro  built  in 

Puget   Sound  dock 195.  197 

Shipyard  and  industrial  plant  exten- 
sions : 

Akron,  Ohio.  Navy  extension  to 
plant  of  Wellman-Seaver-Mor- 

gan  Co 232,  233 

Camden,  N.  J..  Navy  extension 
to  yard  of  New  York  Ship- 
building Corporation 224 

Detroit.    Mich.,    Navy    extension 

to  Ford  Motor  Co.  plant 223 

Erie,    Pa.,    Navy    extension    at 

plant  of  Erie  Forge  Co 223 

Necessity,  character  of  assist- 
ance, etc 215 

Newport  News,  Va.,  Navy  coal- 
storage   plant,    Chesapeake   & 

Ohio    Railway 233,234 

Projects  undertaken,  general 217 

Quincy,  Mass..  Navy  extensions 
to  Fore  River  plant  of  Bethle- 
hem Shipbuilding  Corpora- 
tion         230 

Sewalls  Point,  Va.,  Navy  coal- 
storage  plant.  Virginian  Rail- 
way  233.  23^ 

Shops : 

Boat  shop,  Philadelphia,  Pa 176 

Factors  entering  into  design  of 

shops 162 

Forge   and    furnace   building  at 

Charleston.  W.  Va 309 

Foundry     and     shops.     Boston, 

Mass 16S 

Galvanizing  plant,  Norfolk,  Va_       176 
Galvanizing  plant,  Philadelphia, 

Pa 176 

General  development,  submarine 

base.  New  Jjondon,  Conn 3S5 


INDEX. 


519 


Shops — Continued.  Page 

Gun  shop,  Washington,  D.  C-   180,296 

Gun-treatment  building  at  ar- 
mor plant.  Charleston,  W.  Va_       310 

Machine    shop    at   armor   plant, 

Charleston,  W.  Va 310 

Machine  shop,  Boston,  Mass 175 

Machine    shop,    heavy,    Norfoll^, 

Va 175 

Machine  shop,  heavy,  Philadel- 
phia, Pai 175 

Machine  shop.  Mare  Island. 

Calif 175 

Machine    shop.     Pearl     Harbor, 

Hawaii 175 

Machine    shop,    Portsmouth. 

N.  H 175 

Machine   shop,   projectile   plant, 

Charleston,  W.  Va 302 

Machine    shop,    Washington, 

D.  C 297 

Machine    shops,    general    design 

of 170 

Machine  shops.  New  York 175 

Naval  aircraft  factory,  Phila- 
delphia.   Pa 417 

Navy  extension  at  plant  of  Erie 

Forge  Co.,  Erie,  Pa 223 

Navy  extensions  to  Fore  River 
plant  of  Bethlehem  Shipbuild- 
ing Corporation,  Q  u  i  n  c  y  , 
Mass 230 

Navy   extension    to   Ford   Motor 

Co.    plant,    Detroit,    Mich 223 

Navy  extension  to  plant  of  Well- 
man-Seaver-Morgan  Co.,  Ak- 
ron, Ohio 232,  233 

Navj'  extension  to  Union  plant 
of  Bethlehem  Shipbuilding 
Corporation.  San  Francisco. 
Calif 227,  229 

Navy  extension  to  yard  of  New 
York  Shipbuilding  Corpora- 
tion, Camden,   N.  J 224 

Newport  News  Shipbuilding  & 
Dry  Dock  Co.  Navy  plant  ex- 
tension         221 

Open-hearth    plant,    Charleston, 

W.    Va 309 

Optical  shop,  Washington, 

D.   C 298 

Oxygen    -   hydrogen   -  acetylene 

plant,  Mare  Island,  Calif 176 

Oxygen   -   hydrogen   -  acetylene 

plant,  Norfolk,  Va 176 

Oxygen    -    hydrogen    -   acetylene 

plant,  Philadelphia,  Pa 176 

Pattern  and  joiner  shop,  Wash- 
ington, D.  C 298 

Pattern  shop  and  storage  build- 
ing, Charleston,  S.  C 170 

Pattern  shop  and  storage  build- 
ing, Norfolk,  Va 170 

Pattern  shop  and  storage  build- 
ing, Philadelphia,  Pa 170 


Shops — Continued.  Page. 
Pattern  shop  and  storage  build- 
ings, general  design  of 170 

Quarters     and     shops,     Indian- 
head,  Md 291 

Structural    shop.    Mare    Island, 

Calif 164 

Structural  shop.  New  York 164 

Structural      shop,      details      of, 

Norfolk,  Va 163 

Structural     shop,     Philadelphia, 

Pa 164 

Structural     shops,     general     de- 
sign of 163 

Type  plan  for  submarine  base 381 

Sims,  Admiral  W.  S.,  request  for  oil 

tanks  for  Brest 360 

Specifications,  preparation,  and  issue 

of,  by  Bureau 455,  460 

Squantum,    Mass.,    torpedo-destroyer 

plant 218 

Stanford,  Rear  Admiral  H.  R.,  chief 

of  Bureau 36 

Steam    Engineering    School,    Stevens 

Institute,  Iloboken,  N.  J 62 

St.  .Tuliens  Creek,  Va. : 

Ammunition  depot 280 

Mine-filling  plant 288 

Torpedo  storage 287 

Storage  facilities  : 

Baltimore,     Md.,     reserve     coal- 
storage  denot 351 

Boston,  Mass. — - 

General  storehouse 317 

Metals  storage 332 

Reserve  coal-storage  depot-       348 
Brooklyn.  N.  Y. — 

Airplane-storage  building  at 

fleet  supply  base 331 

Fleet  supply  base 317,  338 

Temporary  storehouses. 

South  Brooklyn 328 

Constable    Hook,    N.    J.,    reserve 

coal-storage  depot 347 

Charleston,  S.  C. — 

General  storehouse 317 

Pattern    shop    and    storage 

building 170 

Reserve  coal-storage  depot-       351 

Emergency  fueling  plants 321,  34T 

Fuel-oil  storage.     (See  separate 

heading.) 
General  results  of  war  program-       318 
Hampton  Roads,  Va. — 

Airplane-storage  building  at 

fleet  supply  base 331 

Cold-storage  plant 328 

Fleet  supply  base 317,  344 

General    storehouse 317 

Lamberts    Point    bunkering 

plant 352 

Temporary   storehouses 328 

Hoboken,  N.  .!.,  bunkering  plant-       356 
Lumber  storage — 

Type  layout  for 332 

General   i>rogram   executed-       33T 


520 


INDEX. 


Storage  facilities — Continued.  Page. 

Mare  Island.  Calif. — 

Boat-storage    building 331 

Freight  shed 337 

Necessity  for  war  increase 317 

New     London,     Conn.,     general 

storehouse 317 

Newport  News.  Va. — 

Bunkering  plant 352 

Navy  coal-storage  plant, 
Chesapeake  «&  Ohio  Rail- 
way   233, 234 

New  York — 

General   storehouse 317 

General    storehouse,    detail 

design 327 

Metals  storage 332 

Temporary   storehouses 328 

Norfolk,  Va. — 

Lumber  storage  project 337 

Pattern    shop    and    storage 

building 170 

Steel-storage  shed 1G3 

Temporary   storehouses 328 

Ordnance     storage.      (See     Ord- 
nance Facilities.) 
Pattern  shop  and  storage  build- 
ings, general  design  of 170 

Pearl  Harbor,  Hawaii — 

General   storehouse 317 

Marine  Corps  quartermaster 

storehouse 93 

Permanent  general  storehouses, 
design  and  construction  de- 
tails        322 

Philadelphia,  Pa. — 

Airplane-storage  building  at 

aircraft  factory 331 

Boat-storage  building 331 

General  storehouses 317 

Marine  Corps  quartermaster 
and  advance-base  store- 
houses           93 

Pattern    shop    and    storage 

building 170 

Temporary   storehouses 328 

Puget  Sound,  Wash. — 

General  storehouse 317 

Metals  storage 332 

Sewalls  Point,  Va.,  Navy  coal- 
storage  plant,  Virginian  Rail- 
way  223,  234 

Specific      appropriations      since 

1916 321 

Summary  of  permanent  projects 

executed 327 

Temporary  storage   facilities.  318,  328 

Type  plan 317 

Washington,  D.  C,  general  store- 
house         317 

St.  Thomas,  V.  I.,  radio  towers 366 

Subdivisions,  typical,  of  a  camp 45 

Submarine  bases  : 

Coco  Solo,  C.  Z .386 

Design  of  barracks 382 

Hampton  Roads.  Va 390 


Submarine    bases — Continued.  Page. 

Key  West,   Fla 393 

Mare  Island,  Calif 390 

New  London,  Conn.,  general  de- 
velopment    38.^ 

Pearl  Harbor,   Hawaii 382 

Philadelphia.      Pa.,      submarine 

station 386 

Proposed    Avest    coast    develop- 
ments   390 

Type  plan 381 

Submarine  ways,  Portsmouth,  N.  H_  197 

Summerville,  N.  Y.,  camp 55 

T. 

Tarrytown,  N.  Y.,  tent  camp 55 

Torpedo  stations 283 

Torpedo     storage,     standard     store- 
houses and  racks  for 287 

Tower  erection,  Lafayette  radio  sta- 
tion   372, 376 

Training  ashore  for  recruits,  the  sys- 
tem   43 

Training  camps : 

Bumkin  Island  (Boston) 46 

Charleston,  S.  C 70 

Contracts,  cost-plus,  awarded  for 

training  camp  power  plants —  263 
Gulf  port.  Miss.,  emergency  train- 
ing   camp 74 

Hampton  Roads,  Va.— 

East    Camp 69 

Original  camp 65 

Hingham,    Mass 47 

Key  West,  Fla 73 

New   Orleans,   La 74 

Newport,  R.   I. — - 

Cloyne    Field 52 

Coddington  Point 51 

Coddington    Point    training 

camp,  completion  of 82 

Parris    Island,     S.    C,    Marine 

Corps  training  camp 94 

Pelham  Bay  Park.  N.  Y 55,  56 

Philadelphia,     Pa 62 

Puget    Sound.    Wash.,    receiving 

ship  and   training  camp 79 

Quantico,     Va.,     Marine     Corps 

camp 94 

San      Diego.      Calif.,      training 

camp,  Balboa   Park 77 

San   Pedro,    Calif 77 

Seattle,  Wash.,  training  camp  on 

grounds  of  State  University —  79 

SuramM-ville,  N.  Y.,  camp 55 

Training  stations  : 

Great  Lakes,  111 41 

Cost 76 

War  expansion  and  capacity 

of 75 

Newport,  R.  I 41 

Newport,  R.  I.,  Coasters  Harbor 

Island 49 

Norfolk,  Va.,  St.  Helena 41 


INDEX. 


521 


Training    stations — Continued.  Page. 

San      Francisco,     Calif.,      Goat 

Island    (Yerba   Buena) 41 

San  Francisco,  Calif.,  Goat 
Island  (Yerba  Buena),  war 
expansion 78 

Training  stations,  original 41 

Transportation  : 

Auxiliary  construction  at  South 

Brooklyn  supply  base 344 

Concrete   road   for   mine  depot, 

Yorktown,    Ta 289 

Development     of     highways     in 

Haiti 451 

Facilities  provided  for  transpor- 
tation at  navy  yards 470 

Intershop   handling   of   steel    at 

Charleston  armor  plant 305 

Motor  vehicles  shipped  abroad 474 

Performance  of  motor  vehicles 
at  Great  Lakes  training  sta- 
tion          90 

Procurement    of    materials    for 

Lafayette  radio  station 371 

Railroad  connection  for  Indian- 
head 292 

Railroad  facilities  for  construc- 
tion of  Lafayette  radio  sta- 
tion         370 

Railway  connection  for  mine  de- 
pot, Yorktown,  Va 289 

Steam  and  electric  railway  im- 
provements at  naval  operating 
base,  Hampton  Roads,  Va 140 

Trackage,  additional,  at  ammu- 
nition   depots 282 

Tracks,  streets,  and  sewers,  Nor- 
folk,  Va 207 

Tracks,     streets,     and     sewers, 

Philadelphia.  Pa '. 207 

Treguier,  France,  seaplane  station__       436 

Trucks.      (-S'cc  Trahsportation.) 

Type  plan  for  navy  yard 131 

U. 

United  States  Housing  Corporation  : 

Housing  provided  for  the  Navy 495 

U.  S.  S.  Electrician 66 

U.    S.   S.    Pyro   and    Nitro    built   in 

Puget  Soimd  dock 195, 197 

U.     S.     S.     yVisconsin,     docking    of, 

Norfolk,   Vn 240 

V. 
Vallejo,  Calif.  : 

Causeway  to  Mare  Island  yard-       150 

Housing    project 1 502 

Virginian    Railway,    Navy    coal-stor- 
age    plant     of.      Sewalls     Point, 

Va 233,    234 

Virgin    Islands,    activities    of    Corps 

of  Civil  Engineers  in 452 

W. 

Wards  Island.  N.  Y..  emergency  hos- 
pital    114. 119 

Costs  of  construction 100 


Washington,    D.    C,    emergency   hos-    Page. 
pital 113 

Washington    (D.   C.)    Navy  Yard: 

Brass    foundry 298 

Expansion  of  facilities 295 

General  foundry  extension 298 

General  storehouse 317 

Gun  shop 180,  296 

Gun  shop,  large  cranes  in 296 

Gun-shrinkage    pit 297 

Machine    shop 297 

Optical    shop 298 

Outside     cranes     for     gun-han- 
dling        300 

Pattern  and  joiner  shop 298 

Power    plant 261 

Seaman  gunners'  quarters 300 

Water-front    improvements  : 

Berthing  facilities,  Norfolk,  Va_       207 
Bulkheading,   dredging,  and  fill- 
ing at   naval   operating   base, 

Hampton    Roads,   Va 136,  139 

Development  of  submarine  base, 

Coco   Solo.   C.   Z 386 

Grading    and    filling    at    Puget 

Sound  Navy   Yard 149 

Indianhead,  Md.,  concrete  bulk- 
head and  timber  pier 295 

Piers  and  other  improvements  at 

ammunition   depots 282 

Pier  at  mine  depot,   Yorktown, 

Va 289 

Submarine  base,  Hampton  Roads, 

Va 390 

Submarine  base,  Key  West,  Fla_       393 
Wharf  at  mine-filling  plant,  St. 

Juliens  Creek,  Va 288 

Water  supply  : 

Croix  d'Hins  construction  camp, 
methods    of    procuring    water 

supply 369,  370 

For  training  camps 81 

He  Tudy,  France)  expedients  em- 
ployed         433 

Improvements      at      Bremerton, 

Wash.,  for  yard  and  city  use-       146 
Indianhead,  Md.,  artesian  water 

supply 292 

•  L'Abervrach,  France,  system  de- 
vised        434 

Parris     Island,     S.     C,     Marine 
Corps    camp,    submerged    pipe 

line 94 

Portsmouth,     Va.,     service     for 

Cradock  housing  project 499 

Quantico.     Va..     Marine     Corps 

camp,  additional  supply 94 

Treguier,    France,    fresh    water 

obtained    at 436 

Vallejo  hoasing  project,  system 

installed "'03 

Wellman-Seaver-Morgan    Co.,    Akron. 

Ohio,  Navy  extension  to  plant--  232,  233 
West  Indies,  activities  of  civil  engi- 
neer corps  in -i-iO 


522 


INDEX. 


T. 

Yards  and  Docks,  Bureau  of :  Page. 

Construction   Division 455 

Establishment  of 34 

Maintenance  and  Operation   Di- 
vision    40:! 

Organization  of  the  bureau,  1916 

to  armistice 21 

Personnel 25 


Yards  and  Docks,  Bureau  of — Con. 

Relation  to  public  works  of  the  Page. 

Navy 17 

Yerba  Buena  (Goat  Island)  training 

station,  San  Francisco,  Calif 41,  78 

Yorktown,  Va.  : 

Mine  depot  and  filling  plant 288 

Naval  fuel  depot 360 

Proposed  hospital 120 


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